Botna_Bulletin_10_1_1997

B TNA u LE'TIN
THE NEWSLETTER OF THE BUDDIES OF THE NINTH ASSOCIATION
Vol. 10 ~ No. 1 March 1997
Used to being forgottl:ln in the publicity struggle, Ninth AF continues on
the same uphill path. Today. however, it has a lot of company, in fact, it
is joined by the 3rd, 'the 5th, 8th AF, the 12th, 15th, the RAF, the Navy,
airline and private pilots of all persuations, BOTNA, NA.FA, MHS, FOTE, IWM,
other museums and associations ad infinitum. In short, organisations
within which.move those millions of people, men, women, and children, who
enjoy the sight and the sound of aeroplanes. Be they one-time fliers of
the birds of war, regular participants in the flying of light private
aircraft, those who just look and photograph, or those who's memory is
fired by the burble of a Spitfire on finals. There are millions of us,
showing our love of the subject in a thousand ways, reading countless
aviation magazines, covering the ground at numerous air shows, visiting
museums. We are a captive audience and yet the biggest mass audience
111edium of all ignores us almost completely, our enthusiam seems to do
nothing to move the TV planners, nothing to lead the producers into
realising that here is potential for some successful regular TV. Among a
great many high-cost productions, "FLYING HIGH," for the want of a better
title, could stand out because it need not employ high-earning presenters
or famous 'names.• It's material would be al.most exclusively drawn from non
TV-professionals, at least so far as it's main content is concerned. Per­haps
the TV profession would not regard this prospect with favour, since we
know that TV is also about creating jobs. Nevertheless, there must be
great room for compromise in such a programme and one can imagine that the
highly successful shows which feature cars, gardening, fishing, and in a
flurry of popularity, cooking, must have been started with compromise at
their roots. We do not overlook the fact that a great many more people
drive cars, dig gardens, cast lines, and fry chips than pilot aircraft.
But then, many more watch footbell then play, and as for successfully
cooking the dishes or owning some of the cars we're shown on TV ... !!
Valued reader, would'nt you like to see a regular programme on your box
containing news of what is happening in the current aviation world,
features on planes of the past, plane museUlllS around the world, airfields
around the world, and aviation history? Just think about it, isn't the
scope almost limitless world-wide? In America the subject eclipses soccer!
Write then to the BBC & ITV Programme Planning Departments and tell them
such a programme is NEEDED. If we aviation enthusiasts throughout the
land do that, we might, at least one evening per week and in addition to
the wife, get something really worth staying in forf!
BOTNA BULLETIN is published four times yearly to coincide with the
association's meetings which are scheduled to be held in the Staff Social
Club at Stansted Airport, Essex. Membership of BOTNA is open to all those
with a ~enuine interest in the Ninth Air Force of WW2. American members
receive -BOTNA BULLETIN by surface mail. The annual subscription is $15,
which should be sent to the Treasurer Olive Mynn, 7 Shetlands. STANTON,
Suffolk, IP31 2XH. Bills are best as the cost of converting dollar cheques
iG disproportionally high. The cost of U.K membership is currently £7 (£10
for husband and wife), cheques payable to 'BOTNA'. Items for inclusion in
BOTNA BULLETIN should be sent to the Editor: Bob Mynn, 7 Shetlands,
STANTON, Suffolk, 1 P31 2XH.
The BUDDIES OF THE NINTH ASSOCIATION is a non profit-making group composed
of aviation enthusiasts and others with a special affinity to the U. 5 Ninth
Air Force of WW2. It is run by a volunteer Management team, the members of
which are as follows.
Roger A. Freeman. PRESIDENT.
Raymond H. Ottoman. 96th TCS, 440th TCG. HONORARY PRESIDENT. USA.
Bob Mynn. CHAIRMAN & NEWSLETTER EDITOR.
Philip R. Whiting. SECRETARY. Hill House, Smiths Court, Thornwood, Epping,
Essex, CM16 6BD.
Olive Mynn. TREASURER & MEMBERSHIP REGISTRAR.
Eric Pepper. TROOP CARRIER COORDINATOR. 9 Havacre Lane, Coseley,
W. Midlands. WV14 9NS.
Carol De Coveley. TEAM ADVOCATE.
BOTNA TEAM CHANGE
Because of major disasters within his private life, not the least being the
sad death of his wife, Barbara, who had suffered ill-health for a
considerable time. John Nicholls, faced with the loss of a job which he
had held for most of his working-life, and due to his company relocating in
another area, an event which brought him to the decision that he could not
possibly leave his home and friends in Brentwood. He has a new job and
because it is proving more time absorbing than the previous one, has to
reduce his free-time activities. He has decided it best to relinquish his
BOTNA post as Troop Carrier Coordinator and this has been taken over by
Eric Pepper, who has done considerable research on U.S. and RAF' Transport
groups/squadrons in W2. I know I shall be joined by all other BOTNA
nembers when I express thanks to John for the articles he has provided for
BOTNA BULLETIN in the past, and to express our belated sympathy for his sad
personal loss, whilst wishing him good fortune and much luck in the future.
He has promised that we shall continue to hear from him occasionally on TCG
Jnfltters.
3
RAYMOND H. OTTOMAN. Col. USAF <ReU. A MINI BIOGRAPHY
Born 22 June 1921, at Jackson, MI. Attended schools and Rraduated June 1 38
enlisted Army Air Corps, January '41. Appointed as. Aviation Cadet April '42
Commissioned 2nd Lt. February '43. Assigned to TC Command April~ '.43.
Airborne Flight Training at Alliance AAS, Sedalia AAB, and ?o~~,Field,in 1 43
Overseas to UK base at Bottesfield, February '44. Moved:·to Exeter April 1 44
Assigned as Flight Leader 96th TCS/ 440th TCG, June '44-. Par_Hcipated in
the Normandy Invasion, Southern France, Holland, and the:Bastogne Relief.
Returned to the U.S. in June 1945. Separated from service January 1946.
Flew with Reserves until recalled April 1951 with SAC. Assigned to several
major HQ and Joint Commands during the next 23 years ... FEAF, CINCPAC, HQ
USAF, USCINCEUR, AFSC, Air University, duties as Photo Recon Planning,
Military Assistance Planner. Production allocations for F-104G NATO
Program and F-5 Program. Coordinator of NATO Bullpup Program. Assigned to
J-3 in June '67. Duties included NATO Emergency War Planner and selective
use of nuclear weapons in Europe. At AFSC, planned and programined
development of tactical aircraft. Plan responsibility for USAF prototype
development program for lighweight fighter and advanced MS'TOL transport,
resulting in F-16 and C-17.
Retired from active duty August 1974.
Received the "Great Warrior Award" from the Ninth AF Association in 1995.
Elected to the Board of Dir;ectors of the Ninth AF Association in 1996.
REUNION .NEWS
rr
The Seventh Annual Convention of the Ninth Air Force Association, Inc,
takes place at the Holiday Inn, Okaloosa Island, Fort Walton Beach,
Florida. Dates are March 6-7-8. By the time UK members read this it will
be a little late to book. Have to keep dreaming!
The Ninth AFA will be well represented with a specific display at the "USAF
FIFTY" at Las Vegas. "A Gathering of Eagles" will celebrate the 50th
Birthday of the USAF on April 22 thru 26, 1997. Another one to dream
about!
The sixth bi-annual reunion of the 404th FG will be held at the Holiday Inn
_Golden Gateway Hotel .inSan Francisco. Dates, Septerober 11-14, 1997.
(J'.he 397th BG meets· again in Kansas City, MO, during October 15-19, 1997.
The next reunion of the 344th BG Association is to be at the Red Lion
Hotel, Belleville, WA, a suburb of Seattle, during August 27-31, 1997. a
tour packed program has been planned.
Members of the 406th FG Association will gather for their. next reunion at
the Hyatt Regency Woodfield, Schaumberg, near Chicago, on July 30 thru
August 3, 1997.
The impressively-named Holiday Inn Hampton Coliseum Hotel and Conference
Center, Hampton, VA, is the venue for the 410th BG Association's XI reunion
over April 30-May 4, 1997.
4
THE SKUMMESLOV MUSfANG by Jarl Svensson & Sune Andersson.
During the morning of 15 April 1944, a number of P-51B Mustangs from the
354i.i1 Fl7, i.ook off iruw nu.l\~~u fu1 .:i f.i.~iJi.~1 t:>wt11::1p ovt:w nori.nern !Jennany.
Their mission was undramatic until, shortly before 1 pm, one of the planes
became lost in cloud and wa.s not seen again. It tr.anspired that the
111.issing plane had crashed in southern Sweden at Skummeslov, 150 km north of
Malmo. Eye-witness accounts suggest that the plane had been shot down by a
German Bf-109. The pilot bad tried to bail out but it seems this was too
late and his parachute did not open. The pilot, 2nd LT. Edward Elliot
Phillips, aged 27, died instantly.
Following the crash the pilot• s body was removed by the authorities for
burial, initially in Sweden a.nd later in the USA. The impact of the crash
had caused the plane to become embedded in the ground 7 metres deep and at
that time no effort was made by the authorities to recover the plane.
Attempts were made by a local enthusiast to retrieve the remains but these
were not followed through at the time.
In 1991, the topic of the crashed Mustang at Skummeslov came to the notice
of Ingvar Johansson, living in Morup near Vargerg, and he was immediately
interested in recovering the plane. He approached the landowners who were
also keen on the venture, and Ingvar then set about obtaining the relevant
permiSGion from the authorities and establishing a group of friends who had
the interest and equipment to undertake this recovery work.
Eventually, in the summer of 1992,, they were ready to start digging.
Altogether approxilllately 3 tons of metal was unearthed. This part took
some 3 weeks to complete, by which time there was a lot of interest from
the public and the media.
The public intetest continued and during the following 2 years, much effort
and energy were devoted to cleaning and restoring various components and
building up an exhibition of the findings. The exhibits were also shown at
the Swedish Air Force Museum in Linkoping, and at the Museum of Falkenberg
during the "Seven White Crosses" Exhibition. Further displays have also
been staged at smaller air shows in Sweden, where tremendous interest has
been sho\.m by visitors.
Whilst this activity wa·s going on in Sweden, Lors Johansson <not related to
Ingvar> had been "adopted" by the Swedish· group and, despite Lars moving to
England in August 1992, they all maintained close contact. Lars was
interested in trying to establish whether any personal details relating to
the pilot could be established and <assisted by his English wife> he set
about locating any former U.S. pilots who may have known Lt. Edward
Phillips. Progress was very slow but Lars was not deterred. In 1994, the
U.S. Military Personnel Records Department provided copies of Lt. Edwards
per·sonal records, which caused great excitement. Not only did these reveal
a lot of information about the pilot, but they confirmed that Edward had
been married to Norma Phillips, though there was no suggestion of any
children. The records did not show any information later than the late
1940's, but it was news!
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The quest for knowledge increased and, armed with various leads, Lars felt
it would be a challenge to try to locate any living relatives of Lt.
!>hi!!!p::.. T.hi:: ~:~::; ~·.·~~ ::c~c !::pc:-!~·1:t ~!:;.~~ !~ -~~r-il !~~4, tc ;:~!;;c;id~
with the 50th Anniversary of the pilot's death, the Swedish group decided
to erect a memorial stone, complete with an inscription plate, at the crash
site. On the appropiate date, 15 April 1994-, a SWill remembrance cererony
took place accompanied by a fly-past by a Viggen fighter of the Swedish AF.
In 19951 Lars was informed that a party of former U.S. WW2 veterans, -who
had served in England with the 345th FG, would be visiting their foriner
bases in the UK, Boxied and Lashenden. Arrangements were made for the
Skummeslov Mustang Exhibition and four of the Swedish group to come over
for this visit, whi.ch proved to be tl great success. Not only were the
veterans impressed and delighted that one of their comrades was being
remembered in this way, some very good friendships and contacts were
established. <Well remembered by some of us members in the UK! ED>
No major developments occurred until 1996 when, at the suggestion of one of
the American friends, Lars Johansson placed an advertisement in the U.S.
Air Force Magazine seeking relatives of 2nd Lt. Edward Elliot Phillips.
Very quickly a single response was received from a George Ridler (Lt Col.
now retired) who, with his wife Peggy had been very close friends with
Edward Phillip6 in th~ 11940' s. Whilst the men underwent . their pilot
training, the wives followed their husbands together around the U.S.
training fields. However, George and Peggy had lost contact with Edward's
wido~. Norma in the late 40' s. George indicated this to Lars and a.lso
ment:i''oned that Norma had remarried after Edward's death, but it transpired
that the new surname which George and Peggy had for Norma was not quite
correct, tlnd this prevented them finding her. Lars was able to confir-m
Norm.a• s latest known surname, and within days George Ridler called Engl.apd
to report that they htld found their long lost friend. This meant that Lars
and his friends had also found the pilot• s widow, which was more tban
anyone in the group had expected.
Within weeks, correspondence was flowing from America to Lars Johansson
from, not only Norma Phillips, but also Edward's older brother Frank and a
nephew Glenn. The family have been extremely supportive, helpful and
appreciative of all the efforts which the group htlve made in this project
and the family have provided invaluable assistance with information and
photographs.
Whilst the re.search · objectives may have been achieved, there are .pow
preliminary plans to attempt a meeting with some members of the Phillips
family during 1997 and whilst the surviving members of the family are now
all advancing in years, they are undoubtedly deeply grateful for all the
work the group have undertaken, which makes the whole venture extre~ly
worthwhile and gives greater purpose to the project. <Submitted by l.ars
Johansson> <Another example of international friendships continuing to
derive from WW2 tragedy. ED)
On Sunday, June 1, before the planned evening meeting, it is intended to
visit some of the Essex airfields. Phone Eric Probert on 01245 259914-, or
Phil Whiting on 01992 560643 for details if you miss t.he March meeting.
5
FLYING WITH THE C.O By Ted Hoffman. 410th Bomb Group.
During training at Muskog~e, I was doing a lot of flying in the B-25 which
were being used to train us to fly A-20s. One day after Bob Hughey had
been assigned to us as squadron C.O, I was told I was going to fly with him
as a co-pilot because he wanted to get in some instrument time. Bob Hughey
said he would fly up to Tulsa, then to Oklahoma City, and continue on to
DallaG. Wa would then do the whole thing in reverse.
Everything went along as smooth as silk. We finally got back to Muskogee
and there I began to perform my duties as a co-pilot, get landing
instructions, put down the wheels and flaps, and do all those nice little
nothings a co-pilot gets paid to do,
Things went along fine until we got on the approach. One of my duties was
to call out the airspeed, which I proceeded to do loud and clear. Those of
you who flew in the B-25. know that it landed at about 115 mph. Bob began
to slow this thing down on the approach while I'm yelling, 0 125, 120, 115"
at which point Bob Hughey was about 50 feet in the air and about 200 feet
from the end of . the runway. · That poor old B-25 stopped flying and we
bounced in the dirt at the end of the nmway, up in the air and right down
on the runway. Nobody said a word, 2nd Lts as co-pilots have to know when
to remain silent. When we pulled into our parking space I could' nt resist
and. said to Bob, "how many hours do you have in the '25?" Bob Hughey' s
response was that he had never flown in a B-25 before, and, of course, I
received one of those famous grins that only Bob Hughey could give.
I still love you Bob Hughey, even if you scared the bejesus out of me that
day!
<Reproduced from the 410th Bomb Group Newsletter, by courtesy of it's
Editor, Franklin Young).
ESSENTIAL WHEELS By l..yman K. Scharzkopf.
The following account by BOTNA member l..yman, is in reply to one of my
letters to him. ED.
In response to your recent letter, I will give you such information as I
can regarding the Service Units attached to and serving with the Ninth AF.
Duties of various units at times overlapped Md, of course, uni ts were
shifted as the tactical situation demanded.
To give you an illustration I will use the units I and several compatriots
were affiliated with upon receiving our commisions as 2nd Lieutenants.
The 74-th Air Service Group and two Service Squadrons, plus two truch
companies, the 2072 and 2073, were all activated at Santa Maria, California
in January of 1943. We trained as a composite unit with the theoretical
assumption that we would service a bomber unit, including repair,
lllaintenance, supply, and transport. This assumption was valid until we
reached Ensland, where we were seperated and placed as supplements to
already operating units in East Anglia. I soon lost track of the 74.th ASG
and the 2073 QM Truck Company. We in the 2072 were placed first at Watton
7
then Hanington, two 8th AF bases, both of which already had service units
and we were not fully utilized. I was given one platoon of the 2072 with
hAl f thP VPh~ rJ~s. ~nd ple~2d 9!'! d~t~c~c:! ~c:--~·:!.~~ •ith t~.: '(r.1 Dcpv~ at
Stowmarket, a.bout 20 miles from Hanington. Duties here were to move all
types of supplies to the various East Anglia bases. Near Christmas 1943,
the Company was again reunited and moved to an Air Base near Grantham.
Ther·e to join the Ninth AF and service the troop carriers. It was ··from
there we convoyed to South Wales and took part in the combat infiltration
coμrse. Soon after that we were issued with 13x. 50 machine guns to mount
on our trucks. We remained with the troop carriers until March 1944, at
which time the 1577 QM Battalion was formed and training started for our
projected part in the Invasion ond duties thereafter. As part of the
training for the landings we water-proofed all the vehicles, making it
possible to negotiate four feet depth of water from the landing craft .to
the beach. All this water-proofing had to be removed as soon as we hit the
beach. When we reached the beach and once more had our vehicles in working
order, our first task would be to haul a11munition for the anti-aircraft
batteries, in addition to hauling supplies and material for two air fields
under construction.
Our assigned function was to service the IX and XXIX TACs. In addition,
however, we also gave a lot of support to the ground forces, by hauling
ammunition and supplies, ahd for return loads, often hauling prisoners to
the stockade. There was little of the bravado often seen in combat units.
Ours was a close-knit working company, our personnel often driving over
61 000 miles per month. Mechanics also performed Herculean feats and, ~fter
the first few complete engine changes had been made, the mechanics were
nble to make a complete· engine change in four hours, two men working
together using only hand tools. In theory, truck COl!lpanies were to perform
only first and second echelon maintenance, any major work was to be done by
the ordnance medium maintenance company attached to the battalion. 'fhe
ordnance company was soon swamped with work, so we did all our own repair
work. Only on one occasion did we send a truck to the ordnance company and
this because the job needed tools we didn't have.
Soon after the invasion our battalion was given 14 cabover tractors and
crash trailers, some 40 footers and some 25 footers. None of the other
companies would accept responsibility for operation and maintenance of
these units, so we of the 2072 took it on, first to haul telephone poles
for the Signal Co_rps, later to haul gasoline in 5 gallon cans, stocking
Al.Gs. On several occasions we were called on to transport salvaged
aircraft. Credit should be given to the ground forces for their oobile
tire repair units. Without these all truck companies would have been at a
serious disadvantage.
In so far as aircraft maintenance and repair was concerned, while operating
in England all repair and maintenance facilities were well organized and
defined. In the early days of operation on the Continent however,
maintenance was on a catch as catch can basis. It would be of interest to
get an account from someone involved in maintenance at one of the forward
units. <Anybody out there? ED)
8
AND THEN TO ENGLAND By Felix Kozaczka. 382nd FS, 363rd FG.
<BOTNA member Felix stayed on in the service and flew F-82s before
involv·oment in the Kc:--c~n War-. He l~tcr served in fro.nee and Gt:1'wcu1y.
After numerous postings inside America he left the service with the rank of
Colonel in September 1968, and took up a civilian career. ED>.
After 14 days at sea, we made landfall on the north coast of Ireland and
steamed across the Irish Sea to the port of Glasgow in Scotland, where we
disembarked on about the 1st of March 1944-. There were trains waiting to
take us to the appropiate replacement depot <Stone> to await further
assignment. I did not stay at Stone very long and was sent with other
pilots to an airfield at Goxhill. Here we were given lectures on rules of
flying in England, more aircraft identification, weather information, etc.
We also flew a few missions to familiarize ourseli:es with the control
procedures and get a feel for the landscape. But we were only there for a
couple of weeks, as I recall, and then got orders to our combat groups.
Mine was the 363rd FG, one of the two USAAF P-51 Mustang groups in the
Ninth AF and, at the time, located at Rivenhall, near Colchester in Essex.
Those of us assigned to the 363rd went by train <virtually all movement in
England was by train) to our duty station about the third week in March.
Rivenhall was a typical American airbase, I suppose. All the billets were
Quo~set huts, semi-cylindrical buildings of corrugated metal, about 30 feet
long. The aircrews of my squadron, the 382nd, were divided into four
flights of six or seven pilots, depending on how many pilots were
available. Each flight had their own Quonset hut and our squadron commander
was Major Robert McWherter, a Texan who now lives in El Paso. He was one
of the few people in our whole gro.up who had previous combat experience,
having flown in the Pacific during 1942 and '43. My flight commander was
Lt. Dale Rook, from Minnesota.
After a familiarization flight or two, I flew my first mission around
April a. It was a short uneventful mission to Hasselt, Belgium. I believe
we were providing top cover for some B-26s which were attacking a railroad
yard <on April 8 the 323rd BG attacked a M/Y at Hasselt. ED). Of course, on
my first combat mission I was mostly concerned about staying with my
element leader and looking around for enemy aircraft, All we saw was some
flak as we crossed the coast. and in the target area, but none of it was
near our formation and no one was in danger.
On April 11 we went on a heavy bomber ~scort mission to the Hanover area.
During this mission we heard lots of calls concerning enemy aircraft, but
none attacked the B-17s we were escorting. What a sight it was to see all
those heavy bombers on their way to the target! The formation consisted of
about 400 bombers, the bomber stream stretched up to 30 miles. One of our
fighter squadrons flew ahead of, or abreast of, the lead bomber group. Each
squadron broke up into two sections of eight and patrolled on either side
of the bombers. As the bombers flew about 180 mph, we wove back and forth
the length of the formation, slightly above their altitude. It was a really
spectacular sight when the upper atmosphere was very cold and the bombers
were generating contrails. Sometimes they literally formed clouds which
stretched from the English Channel to the target. 1be enemy fighters loved
these contrails of course, since they could see the bombers from 50 miles
9
away. When there were contrails, both the Luftwaffe pilots and ourselves
tried to get up above the contrail level, so we would be harder to see.
On this mission, after we were relieved by another P-51 group, we descended
to the "deck" to find strafing targets. My flight attacked an airfield near·
the Elbe River. We crossed the field line-abreast and fired at whatever
aircraft were in front of us. I destroyed, or damaged, a Heinke! 177
during this run. One of our pilots, Don Boatright, caught a 20mm round in
his cockpit and was wounded by many fragment a, including one in his left
eye. His canopy and windscreen were crazed by the explosion, so that he
could only see through the hole created by the round. He called that he was
hit and we found him arid joined up. He flew all the way back to England by
flying formation on our·flight leader, looking through that holet and made
a successful landing, an outstanding piece of airmanship!
Was I. scared? In our intelligence debrief when I reported on the mission,
the debriefer asked me how many aircraft were on the airfield that we
attacked. I told him I only saw the one I was shooting at and those my
flight leader was attacking. When my gun camera fila was developed, I
believe there were about 20 fighters between the field boundory and the
aircraft I was attacking!
Over the next four months I would fly a total of 70 combat missions, so I
was pretty busy. After a dozen or so sorties, I got to learn the ropes
pretty well and managed to became a reasonably competant pilot. Before D­Day,
most of our missions were to escort heavy bombers or conduct fighter
sweeps ahead of the bombers. On one mission to Berlin, my wing tanks ran
dry right over Berlin and, of course, the engine stopped. Before I could
switch to internal fuel, I lost about 10,000 feet, dropping down to 17,000
feet. I could just picture myself bailing out over the middle of Berlin!
In mid-May, we moved to Staplehurst in Kent. Our field was called an
"advanced landing ground," which meant a_ sort of chicken wire laid over a
flat meadow. No more Nissan huts, we now lived in tents. with field
latrines and all the other amenities that go with comping out. But the
weather was quite nice that spring and we did not mind the living condi­tions.
Whenever we got a day off we would go into Maidstone and take a hot
bath in the community bathhouse. If we got three days off, we would go into
London. about t'ilJO hours away by train. I recttll that every time I went to
London. it was with my flight commander, Dale Rook. He was a great guy and
a real friend to me. He came overseas with the 363rd and was a senior
Lieutenant certain to be promoted to Captain very soon. Unfortun11tely he
was shot down in a dogfight over Germany in May and listed as missing in
action. It was only recently that I found that he was killed and buried in
Germany by the Luftwaffe with full military honors. If I'd had a son1 his
name would have been Dale Robert.
In May, the Germans began launching V-1 Flying Bombs from the Calais coast
of France against London. Our base was almost directly wider the flight
path of the V-ts, so we were often awakened at night by the British ack-ack
trying to shoot the things down. One day, while on a maintenance test
flight, I WBS vectored by a British controller toward a V-1 1 which was at
about 2000 feet. I was at about 5000 feet and dove down to attack1 but
10
just before I got in range, an RAF Typhoon dove in front of me and blasted
it out of the sky.
Towards the end of May, we knew that the invasion was imminent, with all
the activity going on in and near the Channel ports. More and more we were
attacking LOC <lines of communication> targets in Belgium and France, in
addition to flying bomber escort. Rail yards, bridges, etc, were the main
targets. Finally, on the 5th of .June we were briefed t.hat the invasion
would begin tomorrow with a precursor on that night. The landing of para­troopers
behind the landing beaches would secure crossroads and key
villages. That evening we flew an escort mission for C-47s carrying para­troopers
to landing areas behind what would be 'Omaha Beach.'
The next d·ay the invasion took place, with thousands of American ·and
British vessels steaming across the English Channel. Although we were
anxious to join in the greatest military invasion by sea ever, our group
was kept. on "strip alert" in case the Luftwaffe tried to attack our landing
forces. As it turned out they didn't, so we sat around our aircraft all day
long, before flying another glider escort mission that evening.
For the rest of the month, we continued to fly armed reconnaissance and
bomber escort miE)Sions. On one mission to Normandy around June 15, a single
FW-190 .. dove out of the clouds and before we knew he was there he had put a
20 tiun round into my left wing. I called a break and began chasing the ' 190,
but the hole in my wing made it difficult to keep my wings straight, so
after firing an out-of-rfillge burst at the ' 190, I broke off the chase. I
was wmble to find my flight and, concerned about flying over the Channel
with the hole in my wing, I remembered in our preflight briefing being told
that an airfield was open for emergencies in the beachhead area. I called
on our 'Guard' (emergency) channel and received a vector to the field, I
guess I was the first fighter to land there, as their normal traffic was
bringing in supplies and replacements by C-471 and taking wounded back to
England. After landing I taxied to the little steel-planked parking area,
opened my canopy and shut my engine down. One of the Engineer troops
jumped up on my wing and when I took my helmet off, cried, "Felix, where
the •I§+• did you come from?" He was an old friend from high school named
Red Jenney. What a small world! He tried to get me to spend the night (it
was late in the afternoon> but I could hear artillery fire nearby, so I
borrowed a pair of tinsnip shears, cut the jagged edges from the hole in my
wing, so I could move· my ailerons freely, and returned to the relati:ve
safety and comfort of my base in England.
We continued to fly both fighter sweeps close to the bridgehead and heavy
bomber escort escort missions from Staplehurst until ·July 4. Then we flew
our Mustangs to Ma.upertus Airfield, just out.side the port of Cherbourg. The
Germans were still hanging on to the port area itself, trying to destroy
what they could before they surrendered, We often heard gunfire from the
city and avoided flying over it until all resistance ceased. Once on the
Continent we were, of course, closer to the for'ward lines so we were able
to fly more missions per day. On one mission my squadron ran into a bunch
of FW-190s near Le Mans and I got my first air-to-air victory, shooting
down the '190 in a turning dogfight. I was so wired up that I circled
around watching the pilot parachute to earth instead of getting back into
the fight and trying to bag some more aircraft, I did chase one t.lho
11
disappeared into the clouds and my gun camera showed some hits. I'm not
sure if it was confirmed.
We continued to fly armed recce and fighter sweep missions until tbe
breakout from the beachhead. Late in July, one of our more interestirig
missions was to provide top cover and flank support for an armored taak
force. It raced west from the beachhead to cupture the major part of Breat
before the Germans could destroy the facilities. Our job was to insure that
no by-passed enemy units attacked the flanks of our U.S tank column as it
sped westward. After General Patton's Third Army broke out of the beachhead
area, it was common practice to let Ninth AF Fighter bombers protect tbe
flanks of the tank columns as they charged across France.
In early August, a change in Ninth AF personnel policy occurred. Th:iS
change allowed me and 6 other pilots of the 363rd with the most combBt
lllissions, to come home on leave. Until this change we'd assuraed we'd keep
flying until either we got shot down or the war ended, As an aside, the
8th AF had a different policy, when a fishter pilot got 50 combat missions,
he was sent home to stay. When I came home on R&R, I had 70 missions. I
got home about August 20 and, of course, headed to see Yvonne my fiancee as
soon as I could after seeing my father. During the next week or two I
tried unsuccessfully to get her to marry me. Her father would not hear of
it so long as I had to go 'back and fly more combat. Of course, I W<JS
disappointed, but couldn't dispute his logic for. the attrition rate was
quite high. During my first four months in the 382nd FS, we had lost 24
pilot.,~· When I got to the squadron, I believe we had only ~?·
My Dad was really proud of me in my 1st Lt• s uniform, wings and four or
five clusters to the Air Medal. He insisted on taking me to every Poliah­bar
in the Nor-th End of New Bedford <Connecticut. ED> so that he could show
off his boy, "who had flown 70 missions nnd shot down a German airplane!•
The month went by quickly and back I went to Atlantic City where the AF head
a replacement depot in one of the hotels on the boardwalk. After a day or
two there, those of us from the 363rd heading back for another tour, were
dismayed to find lll8IlY of our comrades arriving for permanent assignment
back in the U. S, even though they had not flown nearly as many missions as.
us! It turned out that 9th AF had converted our group to a reconnaissance
outfit and allowed most of the people who had 50 or more combat missions to
come home to stay. 7 of us trooped down to the replacement depot
commander's office to complain about this and asked him to wire Ninth AF J-IQ
to find out if we had to go back. The old ground-pounder Colonel wouldn' t
do it, so back we went, this time on the Aquatania, a sister ship of tbe
ill-fated Lusitania. However, this time we didn't go in convoy, as the
Aquatania was fast enough to outrWJ any U-boats.
When we finally reported back to Ninth AF HQ at Chalons-sur-Marne, tne
first thing the personnel Major asked us was, "Why did you guys come back:?
You dido' t have to, you know?" After we roundly cussed him out an.d
explained how we were made to return, he said that so long as we were th~re
we might as well fly another combat tour. He said the 363rd TRG could use
our combat experience, even though we had no training in recce. So.off WfE?
went, back to Paris, on l;o Brussels, and finally to where the 363rd wa&B
located in September 1944. On arrival, the Group Commander (no stranger t. o
12
us, of course> asked us if we wanted to stay and be recce pilots. We all
said no, so back we went to Chalons, where five of us were sent to the
354.th FG. we. were assigned to the same squadron, the 356th, Jack
Robertson, Jack Warner, George Recagoo, Dick Asbury and myself. At that
time the 354.th Group was at an airstrip near the village of Orconte, close
to tile Marne River.. We began flying combat again, only to have the Marne
flood in October. We had to move to St. Dizier and share the field with
the 67th TRG. While at St. Diz, one of our fivesome, Jack Robertson, got
an early rotation home after he stuck his hand through a window.
Soon ·after we moved back to our now unflooded airfield at Orconte, we were
re-equipped with the P-47 Thunderbolt. This big, reliable aircraft was
nothing l!ke the Mustang as for maneuverability. No one liked.the idea, but
a decision had been made to equip all FGs in the Ninth AF \>lith P-47s. and
all 8th AF fGs with P-51s. This, of course, made sense so far as logistics
were concer~ed. As it turned out, because of the outstanding record of the
354th with the Mustang <shooting down more aircraft air-to-air· than any
other USAAF group> we would get our P-51s back in March 1945.
In early December, we moved again to a newly constructed strip at Rosiere­en-
HBye, nellr Toul in eastern France. As with our other moves an advanced
party would precede us to get things ready and we would fly our aircraft
over. In this case, when we arrived, they had not yet raised tents for
everyone and the first few nights we spent in the surrounding villages. In
my case, I slept in a hayloft above a barn with a few cows in it. Although
the winter was cold. when we finally got out to the airfield, Warner,
Asbury, Redcagno and I, fixed up our tent with wooden floor and walls. so
that it was not uncomfortable so. long as our oil-fired pot bellied stove
worked O. K.
On New Years Day of 1945, I started a two-month temporary duty assignment
as a forward air controller for Combat Co!MlBnd B of the Tenth Armored
Division, which was then at Metz. CCB was not there as they were one of the
units holding Bastogne. When they rejoined the Division, 1 assumed my
duties. I was assigned a jeep equipped with a radio to talk to the fighter
aircraft I would be controlling and a Sergeant/Driver/Radio Operator. We
were in a few minor engagements during the period when the Third Ar-my was
clearing .out. the area between the Moselle and Saar Rivers. About February
22 I was loaned to an infantry regimental combat team whose mission was to
make a crossing of the. Saar River at a town called Ayl, north of Saaburg
and south of Trier. We J110ved up to the town and a command post was
established about a half-mile west of the river in the biggest house in the
town. The river crossing was to take place on the 24th and after the
infantry had secured the crossing and erected a pontoon bridge, the Tenth
Armored would cross and advance into Germany, at which time I was to rejoin
my combat co,IDlllBnd. Everything seemed to be going on schedule on the 24th.
The infantry guys were all lined up on each side of the road towards the
crossing &ite, the artillery had laid smoke all over the place so the
Germans couldn' t see what was going on, and I was preparing to direct a
flight of fighter bombers to .targets over the ri.ver in support of the
crossing. Unfortunately, someone failed to get the pontoons up in time, so
there was some delay. My jeep was parked at the side of a building in an
orchard, I waited beside it for the fighters to check in. About 1 pm all
hell broke loose! The Germans had figured out what we were up to and
13
apparently had moved everything which could fire acr:oss the· ·r-iver'.:' t'he
shells were landing all around me and so.me were detonating When ·they hit
the trees above. l ran around to, the back of the building where I knew the
cellar steps were, and I had got to the top step when a shell landed in the
courtyard about ten yards behind me. I was blown down the steps, alorig'With
the sergeant who was beside me. As the steps were of stone, I W'as.brufsed
and battered at the bottom and found I had gotten a piece of shrapnel in my
upper left arm. My ankle also hurt, but I figured it was from the tuinble
down the steps. I pulled off my right combat boot and found I also h~d a
piece in my ankle. How lucky I was though, as the man with ioo took a big
piece in his back. Later that afternoon, I started up the street to the
Aid Station and a medic saw me limping along and ran over to help me, even
though we were still taking incoming rounds. After receiving some Morphine
and a tetanus shot, I was evacuated to a field hospital somewhere in the
rear, where the piece was removed from my arm. I was then airlifted to
England where they removed the piece from my ankle and I waited to
recuperate and return to my squadron.
I wrote to Yvonne as soon as I could, to assure her I was O'K and to have
her visit my Dad to tell .him the same. She wrote back and informed me that
my brother George, who had graduated from high School in June. 'eritered the
Army in August. He went thrpugh training in a couple of months, was', sent to
Europe as an Infantryman, had also been wounded, and was iff a hospital
about 40 miles from me. I arranged a 3-day pass and surprised him
completely when I walked in. I arranged a pass for him too and we went to
London, which he had never seen1 of course. We had a great time and I'm
glad we got together, even if it took both of us to get wounded to do so.
Within a week or so, George went back home and I returned to my squadron.
which was still at Rossiere.
Not long after I returned a couple of good things happened. I was promoted
to Captain, became a Flight CoDl!llallder, and we got our P-51s back! We soon
noved to an airfield in Germany, just outside Mainz, on the east bank of
the Rhine. By now it was April and the Allies were pushing the Germans back
to the east very rapidly and the Russians were also advancing towards
Berlin. However, the enemy was still flying and fighting. One day I was
leading the squadron when we were vectored to a location where our armored
units were under attack by enemey fighters. I directed two flights to
attack the FW-190s which were bombing and strafing our troops~ while I
climbed my flight. to engage the ME-109s whoich were flying top cover. In
the ensuing fight I .shot down two '109s. One of these was barrel-rolling
towards the deck and I closedto w.ithiri a.hundred.yards or so and clobbered
hiD good. He nearly got me also, for I .·was so cl,ose that when he bailed
out. his canopy flew by one side of my Mustang and he went ·whistling by' the
other. If either had hit my plane, I too would have had to bail out! ·
We moved once again before the war ended, to a base at Ansbach, near Nurn­burg,
which had huge hangers, nice buildings, and lots of room. Here we
even had refugees from East European countries to do our housekeeping and
laundry, etc. We were here when the war ended. Just before the end I had
quite a scare when my engine stopped just as I· was about to retract my
landing gear. Instead I left it down and managed to get the plane stopped
just as it went through a boundary fence. Little dmnage to me or plane!
14
We made one more move before I came home, to an airfield at a town called
Herzogenaurach, north of Nurnburg. In 1986, Yvonne and I would join 35 men
who had been in the 354-th, plus about 16 wives, and we would vif';it All the
airfields the 354th flew out of in England, France and Germany.
Because the war against Japan was not over, our group begtm training and
preparing for a move to that theatre of operations. However, anyone who was
flying his second combat tour was given the option to return to the States
and, of course, I chose to do so. ·I wrote Yvonne that I would be home sorae
time_ in Jwie and she should make plans for our wedding. I left Herzo about
June 1 and reported to a replacement depot in Paris, to await shipment
home, A friend from my group, Bruce Carr, found out that everyone on the
Continent would be going home by ship from the port of Le Havre, but those
who were in England got to go home by plane. The solution? We hitched a
ride to Orly Airport near Paris and hung arowid base operations until we
found a guy who was making out a clearance to go to England in a war-weary
B-26. He was taking it to Burtonwood. We figured that if we got from there
to Stone, they would let us go home by plane, which would save us a couple
of weeks at least. The pilot was reluctant to take us as he was • nt
supposed to take passengers in what amounted to a condemned airplane, but I
bribed him with a pair of German binoculars which I had picked up while on
forward air controller duty. So we rode over to England in that old B-26
without parachutes or even our names on the clearance, and· made our way to
Stone1 where no one questioned why we didn't have orders to be there. After
a week's wait I finally got on a C-54 transport and got back to the States,
stopping in IcelWJd on the way. Following a day or two at Ft. Devens <where
I first reported on entering the service), I finally got back hoDIB to New
Bedford, after having flown 106 combat missions and 310 combat hours.
<Taken from "Only In The USA Between Overseas Tours" by Felix Kozaczka).
BOO KLINE
Both the 344-th BG History, •Tua Silver Streaks," and the long-overdue
history of the 322nd BG, are now available from Cliff Bishop at East Anglia
Books.· Each weighs in at £29.95, so be nice to the wife!
THE WAY IT WAS
A MINNESOTA FARM.BOY GOES OFF TO WAR By Orville B. Iveson. <Continuing> .
Readers will recall that 'Ivey' and his friend had just cycled into
Paris .. and his narrative continues ... I Cl:lll remember getting my bike tires
caught in the tram tracks crossing over the river to ~otre Dame Cathedral.
At the cathedral the French people were interested in buying cigarettes. I
checked my pockets and found several 5-packs left over from K-Ration meals.
I was paid about $6 per pack for them. The FFI <Fench Undergrowid) were
racing about rounding up the remaining Germans and shaving the heads of
women collaborators.
Just as it was get ting dark, Vincent and I began talking to a couple of
English-speaking girls. They invited us to stay so we. could go back in
daylight the next day. This appeoled to Vincent who decided to stay the
night. I reminded Vince that we were off-limits and weren't supposed to be
15
there in the first place and staying overnight would be pretty risky. I
thanked the girls and departed for camp on my bicycle. Fort\lllately, about
half-way oack to versa111es 1 was able to catch a ride on a wine tanker. It
had a sort of rail on the side where I could place my cycle. The next
morning at the signal section campsite, I was asked about Vincent. Vince
had asked me to cover for him if he didn't get back in time. We were
required to be on duty by Barn, but now it was nearly Ham. Finally Vince
did report for duty. He was always neat and tidy, occasionally preening
himself in front the mirror. However, when he arrived on duty this morning,
he looked unkempt. He hadn't shaved and his clothes were untidy. He
appeared tired and, from that time on, Vince wasn't the same. He was always
having me look at his private ports, asking me if I noticed any sores.
Every time we passed near a Catholic church, he would go in and pray. He
would not talk about what happened that night he stayed over in Paris.
Our stay in Versailles appeared to be o matter of a few days. It seemed as
if we just got operations set up and we were off again to another loc.ation,
I barely remember some of the campsites, we were on the roll. The end of
the war was was just aroWld the corner, I was sure I would be home for
Christmas, the third one since I left for the Army in June of '42. So, on
September 10, 1944, we arrived at Vervj.ers, Belgium, almost within _Walking
distance of the German border. In fact, on October 13, Col. Bain .JJnd I
drove to a point on a hill in view of Achen, to observe our P-47s bomb the
city. Because the XI TAC operated the fighter control center . at Verviers,
we were able to know the location and time the fighter/bombers would
strike. At Verviersg all kinds of things were happening. About a month
after we were settled into a more permanent building, the Palace of
Justice, we were bombed and strafed by our own P-36s. I can remember
looking out of our window and seeing the P-38s circle low over our
building, then hear their cannons and the noise of their bombs. There was
not much damage, only some broken windows. I recall the General waddling
down the corridor muttering, "What the hell is going on around here?" A
Belgian match factory and a GI truck were the only casualties. The P-38.
pilots were newly arrived from the U.S. They were supposed to be bombing a
German town not far away. October 19 Col. Garland signed my rotation
orders. That meant that I would be going back to the U.S.A for leave. To
put it mildly, I was excited about this possibility, as now I was on the
shortlist. As soon as transport was available, I would be flown to the U.S.
On November 16, ·1 was summoned by Col. Garland .to drive him and Gen.
Quesada to Spa, about five miles away. The Colonel's usual driver, Frank
Losket, couldn't be found and this was an urgent trip. Spa was the location
of the First Army top brass and Gen. Bradley, Hodges, and other high­ranking
officers were to have an emergency meeting. I can remember on the
way to Spa that the roads were icy with frozen snow. As I was driving the
'41 Ford down a long hill, an armored half-track made a left turn in front
of me. Because of the ice I couldn't use the brakes and managed to steer
the staff car round the half-track, barely missing it. The officers were
busy talking so they did not know how close we came to having the course of
the war chMged.
Now I was next on the rotation orders. However, the war scene was beginning
to change. The flashes in the sky got brighter, civilians were asking
questions in the street, we began to hear rumblings in the distance. Many
16
Vls passed over, some landing in nearby fields. On December 23, one of the
war correspondents came to the school where we stayed. We had just come off
duty i:.u ..i.L wuul~ have been about 5pm:. It was alwut.I. u(S1·k <mu ~ could see
many military vehicles on the llOVe. The 7th Armored Division had passed
through Verviers going toward the front. Now the vehicles were moving in
the opposite direction, away from the front, and moving fast! The corres­pondent
told us that we would be leaving Verviers in rapid retreat. For my
friend Roy and me this was very hard to believe, after all, we had been
moving forward at a pretty fast pace during past months. Well, within an
hour we were told to grab our personal belongings, load the signal section
truck, and move back to Liege, Belgium, about 15 mles to the rear. The
road to Liege was congested so we did not arrive until late at night. The
weather was. near freezing, rain changing to snow. Juat as we arri veq in
Liege, a buzz bomb cut out above us. We were on top of the load on the 6x6
truck and we jumped down and crawled under the truck in the slush, just as
the Vl exploded.
Telephone lines had been cut so now communication had to be via radio using
coded international Morse code. My classification was high-speed radio
operator, even though I had been working in a different domain, I was
required to go back to radio operating. Althouah I can't recall being
transferred, I was now with the 926th Signal Battalion, Company A, as radio
oper.ator. Worse was yet 1 to come here in Liege, Belgium.
The possibility for rotation back to the USA no longer existed, I was no
longer with my 9th TAC comrades. The weather had turned colder and rain had
turned to snow, the sky remained he~vily overcast day after day. Only the
buzz bombs continued flying over, seemingly every fifteen minutes. I recall
window glass falling as we walked the mile or so from our billets in a
Catholic girl's school, to the radio van. We were on duty for six hours,
then off six hours.
On the night of December 28, I finished my duty at midnight and walked back
to our billet with the other radio operators. One operator, Jim Monger, had
sort of taken me Wlder his wing since I joined A Company of the 926 Signal
Battalion. The buzz bombs were dropping pretty close as we neared our
billet and Jim decided to sleep down in the basement so he would be rested
to go back on duty in the morning. I was feeling extremely tired, so I
didn't want to move my cot and bedding down into the dirty, damp basement.
I crawled into my cot, pulled the blankets over me, having placed my jacket
over my feet to help keep them warm, and inmediately fell asleep. The next
thing I found myself buried under the wooden blackboard that had been
hanging on the wall above my head. A buzz bomb had .exploded outside our
window. It was difficult to breathe and there was a strong smell of
gunpowder. My cot had broken from the weight of the debris resting on the
blackboard, but I was able to extricate myself from the debris. As I
emerged from the wreckage I could see, l~ss than twenty feet from me, a
blue flame, I think it was a magnesium component from the buzz bomb. I
hurried as fast as I could in the opposite direction, over piles of debris.
As I was passing through what was left of the doorway, I could see one of
the Gls, I think his name was Harris, face up, buried under large beams.
His face was pure white in the moonlight and I assumed he was dead. I
tried to go to the building across the street where the others were housed
and staggered almost all the way across the street but collapsed by a wall.
The next thing I knew I was being carried by a very large GI into the
building and put on a cot. I began regaining my senses when Lt. Staib was
brought in. He was bleeding badly with a large flap of skin hanging from
his cheek. I got up to give him my cot and as I was going out the door,
Chaplain Brooks gave me his trousers, l only had my summer underwear on.
Also as I got out the door two medics grabbed me and attempted to put me in
their ambulance, However, just as I was getting into the ambulance, Jim
Monger came along and told me help was needed to dig out Gls who were still
buried. The sky was clear so the moonlight cast Bn eerie effect over the
demolished building where Gls had been sleeping soundly. I stumbled, back to
where many were still buried. Because the chaplain was very tall, the legs
of his trousers folded'under my bare feet giving them some protection from
the cold and the broken glass and other sharp debris. Snow was all arolllld
us, but the explosion had scattered dust and debris so that little snow was
evident. The blood from my leg injuries had caused my borrowed pants to
stick to my feet, I was coughing up blood, had blood oozing from. my
nostrils, and· my chest was giving me some pain. However, as I try to recall
feeling the cold and the pain, it seems like I was locked into some kind of
dream. I didn1 t seem to feel the cold, even though I was only wearing my
suwner underwear and the chaplain's OD p8nts, it was as though the colq and
the pain were irrelevWlt. ·
At first we came upon Sgt. Hunt, some of the other Gls were feverishly
pulling away with their bare hands the bricks that covered him. Apparently
he h~d died instantly as he slept in his cot. We carried his body out of
the debris and the medics took him away. In the meantime we could hear the
muted voices of the kitchen crew from deep down under the debris. There was
an opening between some timbers through which, with flashlights, we could
see someone's hand, As more help arrived we took turns at feverishly pull­ing
off the rubble. After a while the voices ceased from under the debris,
it was too late, no one was alive. My friend Jim helped me to recover some
of my belongings. A wooden blackboard had fallen off the wall and covered
me and John Pasquale, but my cot had broken from the weight of the wreckage
and I think this may have saved us. I was able to find my British issue
battle jacket that I used to cover my feet at night. I find it difficult to
recall the next phase of this, the night of December 28, 1944. I must have
pBssed out again, at least I can't remember much Wltil I awoke when
daylight arrived, and found myself on a pile of debris in what WHs left of
the basement of the building across the street. I guess I was not sure
what to do at this point. Actually I was supposed to be on duty at the
radio station, but it. was as if I was forgotten. I walked over to the IX
TAC operations where Major McCttbe saw me and said, "Iverson, it looks as if
you've had a tough night, use the officer's washroom to clean up." I
thanked him and promptly washed the blood off 1111y face, legs and feet. I
managed to find a cot and set it up in the basement of the operations
building which was a reinforced concrete room about seven feet by five. The
floor was covered with about four inches of WBter but I placed some broken
concrete slabs for stepping stones to my cot. When I slept I had to keep my
belongings on the cot woth me. I felt relatively safe and it was not far
from the radio voo. Some of my old comrades from IX TAC were around, so
that helped. We were assigned to the 29th Infantry Division for rations.
most of the time I would skip meals because it was a long walk to their
messhall. <This remarkable story will conclude in the June issue.ED>
18
THEY ALSO FLEW By Maj. Gen. John O. Moench, USAF (Ret>
Why should this title be a lead to the IX Bomber Command? You My be
surprised to learn that the IX Bomber Co111mand1 the largest medium and light
bomber force ever assembled, has been almost lost in history. Why? You try
to figure out the politics of the situation. But first, rettlit;e that in
daily public relations of WW2 in Europe, while long articles covered the
exploits of other air elements, the usual story was that, "The medium and
light bombers of the Ninth Air Force also flew today."
How many are aware that the IX Bomber Command does not hold that key title
in the key, Office of Air Force History book on WW2 units, "Air Force
Combot Units of W2?" Where does one find the IX Bomber Command'i' It is
listed under the title of the •19th Air Division."
In the Ninth Air Force, there were a series of "commands" in the immediate
reporting echelon; one of these coI11mE1nds was the IX Bomber Collllll!ind. 1ben
something happened in August 1944 .• a date which coincides with Gen. Hoyt
Vandenberg assuming command of the Ninth Air Force. But there is not a
direct connection.
Back in the "Big Teepee" in Washington, DC. , a decision had been reached to
reorganize the Eighth 1Air Force. In the background was the VIII Bomber
Command, and the data flowing in on the VIII BC reflected heavy losses,
plus bombing accuracy not in keeping with the alleged, "We can put a bomb
in a pickle barrel~ public relations claim. Concurrently. the data flowing
in on the IX Bomber Command was most favorable. Losses were exceptionally
low and bombing accuracy was good. From PR point of view, the good words
were accruing to the wrong unit, for it was the VIII Bomber Comm1md that
was keyed to the proof of strategic bombing impact, and the argument for a
seperate Air Force. The issue became so focused that the record suggests
that some party on high suggested that IX Bomber Command was not taking
enough casualties. To balance the VIII and IX Bomber Command statistics,
the record indicates that the fighter escort of IX Bomber Command was
lowered. That, however, was not enough. So, in August 1944, the IX Bomber
Collll!land was singled out for demotionn to an Air Division. There was no
change in force structure or missions being run •.. only what appeared to be
a desire to make the IX BC less significant.
Therefore. in historical accounts, those who flew with the IX Bomb.er
Command will find that they flew in a "Division,.. one of the lesser
organizational elements of the Ninth Air Force, <From "The Ninth Flyer.")
"ONE A DAY IN TAMPA BAY" THE MYTH By Trevor J. Allen
Stand in a crowd of Maraudermen, get a letter from a 8-26 man. read a
lllagazine 1:1rticle, or even a well-researched book on the Marauder and,
somewhere along the line, "One a day in T8llpa Bay" will either be heard or
read. The 50 year old misconception has now become a legend and entered
into aviation folklore. <Along with, "One a day the Barksdale way." ED>
Perhaps it arose through the need to show how tough Marauder guys really
were, perhaps it was coined out of sheer bravado, but it was not fact. Yes,
19
training losses on the B-26 were high, but one a day in the bay could never
hRvP- hP4=ln rnrrArt, nt~~r~~~ h~w could the Meraudcr- c'":cr h::i"lC entered
collibat? If one refers ~o cold statistical facts, we can arrive at the
following conclusion.
The first recorded crash in the bay was on August !> 1 1942, when 2nd Lt.
Young and crew drew the dubious distinction of being the first. Almost a
month later, on Septellher 2. 194-2, a B-26 carrying 2nd Lt. B. Ritterhouse
and crew crashed into the bay and burned before sinking. On the 29th, Lt.
John H. Howell crashed into the same piece of water. Ulen followed in quick
succession, 2nd Lt. Robert G. Newbern on October 19, when they ran off the
end of the runway at Knight airport, and Lt. ThoI11Hs Wilson and crew on
October 20. However, it was to be December 3 before Lt. Parker J. Mathews
and crew crashed into Venice Bay. A New Year had dawned before Lt. John E.
Criswell and crew crashed into the bay on the 1st of the month. February 23
saw 2nd Lt. John A. Gentry and crew crash into the Gulf of Mexico, March 13
and Lt. Alan Chell and crew spun into the bay. May 25 saw 2nd Lt. Ralph E.
Finch and crew crash land in the bay four miles NE of St. Petersburg, and
it was not until. June 3 that Darrell R. Lindsey and crew crashed into the
bay W of Gandy Bridge. This also proved that you could survive a dip in the
bay, since Darrell R. Lindsey went on to earn the sole B-26 Medal of Honor.
George Stalnaker took a dip when loss of power in one engine after take off
from MacDill, made him decide to crash land 200 yards off shore ori July 25,
1943,. On October 8, Lt. Arlie G. Watkinson and crew joined the growing band
when.J they crashed into the bay just after take off. Two survived what was
to be the last recorded crash into the bay.
So there you have it, the myth exploded! Oh yes, many other B-26s crashed
in training and the Florida countryside around Tampa was littered ~th
wrecks, but they didn•t go into the bay. AU the other B-26 training bases
were also surrounded with plentiful evidence of Marauders failing to
return, and yes, the bird was a tough cookie, but A-20 and P-38 Jocks
trashed more of their ships than Maraudermen did in training. Perhaps
statistically more graphic is the fact that only 50% of all B-26s built
ever reached the combat zones. In spite of it's reputation we all knoW' it
bad the best survival record of .all USAAF bombers. But perhaps more pointed
is that almost every overseas unit either tried, or managed to get, a war­weary
B-26 as a . group or squadron hack. One final tilt, the way the
Germans destroyed the majority of B-26s was after the war ended and they
were destroyed· on the- ground for scrap. (From "The Mar6uder Thunder. ")
A DIFFERENT GET TQGETHER
The final meeting for 1996 was held during the evening of Friday, Decen:aber
6 in the Staff Social Club at Stansted Airport. Friday evening was chosen
to enable the remaining workers amona us to enjoy their favorite tipple
without having to worry about the need to get up next morning· to earn a
crust or two. The meeting was also unusual because, for once, the Nintb. AF
took second place in an evening aimed at promoting the social side of our
association1 with 'the ladies' taking part. Good food and conversation
alloyed with adequate lubrication made for an enjoyable evening which wiJl
doubtless be repeated as Christms 1997 approaches.
20
MISSION TO ARHWEILER By Bob Mynn. <Continued)
In the lead, Jannsen, under fierce attack by fighters, was making a 360
degree turn in preparation for the second run. Soon his right wingman, Lt.
William J. Kirton in ,.The Grinnin' Gremlin," radioed him that his,
Jannsen' s, right wing was on fire, the right main fuel tank had been
penetrated. Jannsen continued leading his flight over the target, released
his bombs and became aware that the Gods must be smiling at hiin. for the
tank had sealed and the fire was out. Garside in the nose, followed the
bombs down and saw them hit the south side of the bridge and embankment.
Now his pilot was getting calls from the ships that they were having
trouble for111ating on him and, at this moment the fighters broke off their
attack and he had time. to do a little damage assessing. He discovered that
his right engine was at full throttle and he was unable to control it, he
didn't know that the throttle arm on that engine's carburettor had been
shot off allowing the engine to go on to full power. Concentration on the
target and the attentions of the fighters had made him forget to crank in
trim to compensate for the change in power, his right leg was shaking with
the strain. Re-trimming the plane made things more normal and Jannsen was
able to make a heart-stopping landing back at base. Later, his crew chief
was to discover a 20mm shell which had lodged between two fuel lines and
fail~d to explode.
Leading the second box, the 573rd BS's 42-95825 "Easy Dog 9911 T6-B, was not
Capt. Joseph J. Boylan's regular ship, but she and her pilot were certainly
in the thick of it together. Boylan looked out of his side window as he was
about to turn off the target and saw.the plane on his left wing take a hit
and explode in a ball of flame. His eyes met those of the unsuspecting co­pilot
at the instant he was engulfed by the eKplosion and the plane
disappeared without trace, Lt Clayton B. Abraha1I4 his crew, and T6-T, 42-
10774-7, were gone in a split second. "Easy" too was about to end a short
but distinguished career during 'Which she had flown over 100 missions, as
both engines were shot out and fire enveloped the ship, flames feeding into
the radio gunner position from the burning wing tanks. Capt. Boylan rang
the bail-out bell and the three gtL~ners went out from the waist positions,
whilst the five crewmen in the fore part of the ship went out through the
nosewheel opening.
Flying just behind the formation leader in the first box was another of the
574-th BS' s veterans 42-95798 4-L-K, piloted by 2nd Lt, Jack Haynes on his
36th mission, though his first in the left seat. In this plWle and split
from his regular crew, with whom he had flown 25 missions, tail gunner
S/Sgt. Wendell A. Fetters knew only two of the other men in the ship. His
regular pilot, Lt. Bert Ryan, along with his regular Bombardier/Navigator,
2nd Lt. Allen Rouse, were aloft in the same flight Wld had along a 'green'
crew gaining combat experience. Forced into making a second run, the plane
carrying S/Sgt. Fetters released it's bombs and turned from the target. Now
Sgt Fetters could .see that enemy fighters were attacking the main formation
and watched as they shot down B-26s from the low box and then worked their
way up to the high box. 'Tb.e first to come in was an FW-190, and directly
behind that was an ME-109, with two more behind and a little below the
first two. Fetters hammered away with his . 50s and thought the first
fighter went down, but it had already severely damaged the Marauder, and
/... ~rev e v-ed /Ted 0 I f--h I f'Pcv~i.e_ . .dt,_+-&-w-vt
Ci.-. cR ct_ p h::D kJ C;"Jh/ f? •
21
it's pilot had been killed. From his vulnerable position in the tail, Sgt
Fetters continued defending the plane with his . 50s, 20mm shells burst
aronnrf him; l .oAvi ":! him ~ ~ !! spl:!.!1~ ~!'5 !n hi~ f::::=~ ~~d ~:!.ght l~g. uud ~1 t:--.~
time the fourth ME went through, he knew that he wos losing the uneven
battle; He looked round to find the plane on fire and no sign of the crew,
he hadn't heard the bail out bell or any message over the intercom, and
found that his headset connection had been shot away. He went back to look
for the other gunners and, by that time, the bomb bay was.full of smoke and
·flame. He felt for the engineer gunner but he wasn't in his turret. He
found also that the radio gunner Was gonei GO he put 00 his chute Bild
jumped from the right waist position. As he leaped, head first, a leg strap
of· his parachute caught in the front sight of the .. waist gllll and he hung
suspended in the fire from the plane, The slipstream tore the goggles from
his head and he lost their protection as the ,fire .scorched at his face. An
eternity passed before he managed to tug his leg free and clear the plane.
His troubles were far from over because, ·havfng delayed deploying his chute
until he was. closer to the grow1d, he pulled th.~ ripcord and nothing
happened. His chute had become soaked on take off and was frozen. Now he
was forced to pull it from it's pack manually., .. and, thankfully, it
deployed, not a moment too soon as he crashed heavily into a treetop, break­ing
his left ankle.
Sgt Fetters had no way of knowing then that his former pilot, Lt. Bertram
Ryan, who was flying 42-95818 coded 4L-L "Lady Chance," had been killed
with his new crew, when the experienced "Lady" plunged burning to earth.
Now urfder heavy attack ~md mortally wounded, a damaged propellor on the
only good engine causing violent vibration, the low flight lead ship was
becoming a sitting duck as gun after gun suffered malfunction or damage. In
the tail, gwiner S/Sgt Robert Buckley received a 20lllJll shell in the middle
of his chest and died almost immediately. In the top turret S/Sgt Jay
Troup' s face was lacerated by fragments from an exploding 20mm shall and
his a1111.Uunition jaltlllled in it's can, which had been hit. He went back and
attempted to use Sgt Buckley's guns, but they were inoperative. The bail
out bell now sounded and he prepared to conform. as did crewmen Messel,
Peters, and Weibking. As the others began leaving, Troup discovered that
his chute was on backwards, and having changed it rowid, got out of a plane
that was at little more than 2500 feet. 2nd Lt. Ward Smidl, his hopes for
a milkrun definately a memory on which he didn't wish to dwell, had poked
his head into the ·pilot's compartment to see if he could help, and been
told to get the.rest of the crew from the plane and now moved to the rear
but couldn't squeeze between the bombracks because he had on the combined
pilot's one-piece parachute and harness, which prevented him squeezing past
the bomb load, still hanging from it's racks. He .had. to take off his
parachute and thread his way past, and, once in .the empty rear bomb bay he
refitted his chute and went out one of the waist windows. Lt. Mickelson and
Col. Brandon died when the plane finally came to earth.
Another 574th BS ship to go down from the first flight was a B-26G serial
44-67826 4L-U, on it's first mission and piloted by Lt. Warren E. Gray, who
was also "breaking in" a novice crew. Gray stayed at the controls, despite
an al1110st complete loss of power, until other crewmen had bailed out,
before parachuting himself.
)(
22
In 4L-B1 Lt. Wilbur P. Stevenson and his co-pilot 2nd Lt. John Kollar, were
feeling the unwelcome attentions of five FW-190s which came in at 6 o'clock
low. ln the tail, gunne~, Sgt Louis Verdeal, had watched Marauders of the
two lower flights, of the second box, being systematically shot down by
enemy fighters. He alerted the waist gunner and prepared for attack. He was
surprised to see the aforesaid F'Ws in a tight V forma:tion, 3 low and 2
high. The width of their formation and their bullet pattern looked able to
cover at least two Marauders. To Sgt Verdeal, looking down their gun
barrels, the realisation dawned that they were going to get it gll. The
fighters couldn't miss hitting a vital spot with such a concentration of
firepower. They only had to make one pass and his bomber, along with
others, dropped out of formation badly damaged, Sgt Verdeal had reason to
be glad that the last bulkhead in a B-26 was made of !4! inch armour plate,
with two hinged doors to charge the guns and a hinged bullet-proof glass
door for the optical gun sight. Beyond this were the guns in their
plexiglass enclosure. The armour plate bulkhead shuddered with the impact
of the many rounds hitting H. The clear, bullet-proof glciss turned opaque
as three hits crystalised the laminated glass. His guns had stopped
operating and Sgt Verdeal unlatched and swung the glass doors aside to
survey the damage. The slipstream whistled through the shattered opening,
as the entire plexiglass enclosure had disappeared, and the hinges with
bits of plexiglass panging from them, were flapping in the wind. He thanked
God·that the armour and glass had withstood the pounding. He didn't have
to look forward to.know that the plane had been hit hard, as smoke from the
right engine was streaming past his right window. He noticed that the plBile
that had been flying on their right wing was no longer there and flying in
it's place was a German fighter. It· was sufficiently close for him to see
the pilot's face, who wa.s keeping his plane low enough that the Marauder's
top turret guns could not depress enough to reach him.. The waist gunner
got a few rounds in before his gun jwrmed and they started going down with
the right engine on fire. The bail out order never came, as the intercom to
the tail was out, yet there was no question in Sgt verdeal' s mind as to
what came next. He looked forward and saw the top turret gunner drop out of
his turret. Snapping his chest type parachute onto his harness, he quickly
noved forward to find the other two g\.Ulners had put on their chutes, swung
·the left waist gun aside and were preparing to dive out of the waist
window. Verdeal quickly swung the right waist gun aside realising that with
this much fire the plane could blow up, or go out of control and into a
steep dive at any moment. Diving through the s110ke, or waiting his turn ~t
the other window were his options. He quickly dived out through the smoke.
Thanks to it's gallant pilot remaining at the controls, five crewmen had
escaped from the doomed Marat1der, but now it was too late for Lt.
Stevenson, he crashed to his death in the burning plane.
With complete impartiality, the '109s and '190s had also cut into the high
flight of the first box. Capt. Herschel Harkins, 575th BS Commander, was
serving as observer in the element of six planes lead by "Scrumptious," 42-
95847 08-T, another of the sroup' s original aircraft, Piloted by Capt.
Breessman, ~scrumptious" suffered considerable damage during a fierce pass
by the attackers which left Breeseman, co-pilot Lt. Curtis, top turret
gunner T /Sgt Dickinson, and tail gunner S/Sgt Burns, severely wounded.
Talcing over the controls, the experienced Capt. Harkins was facing the
future with the odds very much stacked against him.
23
Fighting back ferociously, several enemy fighters fell to her guns before
veteran "F'i fim~l lo" 4?-q!')q~? rmli:>n OR-T, rieht onz-1n.,. >!"!~ze, fell ()!!t !Jf
formation and headed earthwards, taking her pilot, Lt Clark Tavener, and
nost of his crew to their deaths, only two parachuting. 11Fifinella' s"
original crew had rotated back to the U. S in September. Another of the
5i75th' 5 shipi:. Wi'.2!;; flying on Lt. Tavener' s left Iring and also beca.Jne a
victim of the concentrated assault responsible for the exceptional losses
the 39lst was suffering. Piloted by Lt. William Kloepfer, old 42-95844 08~D
named "Miss Behavin'," also plunged to the ground, still carrying her crew.
The loss of these two aircraft left a gap in the formation which allowed
the purposeful German fighter pilots to get at the plane in the centre. 42-
107671 08-L, piloted by Lt. James Gatlin, Jr. Several fighters attacked
persistently, leaving this luckless B-26 with one engine burning and the
other motionless, six crew members parschuted from the stricken plane
during it's shod journey to earth. Of the three remaining Marauders from
the flight, t.hat flown by 2nd Lt. Donald Sharp, a B-26G serialled 43-34440,
now felt the full weight of the enemy fighters cannon and machine gun
attack. With the right wing ablaze, following a hit on the engine, Lt.
Sharp ordered the crew to bail out. 2nd Lt. Hedstrom, the co-pilot,
attempted to warn the crew through the bail out bell and intercom, neither
would work. Having verbally alerted the Bombordier, Hedstrom crawled
through the burning bomber to warn the crew in the rear. Titen he and three
other crew members parachuted from the rear of the burning plane. The self-
1 ess pilot. remained at the controls and died when the ship plunged into the
grouqd. Flying on the right wing of '4401 Lt. Heslep in another B-26G, 08-X
survfved the onslaught and, helped by the liklihood that the Luftwaffe
attackers were probably getting short of alilJJlWlition, gratefully brought his
damaged plane back to base. Resolute old "Scrumptious," her crew clainiing
four German fighters, staggered back in the skilled hands of Capt. Harkins,
to crash-land at base. Her four wounded brought home by a plane so badly
shot up that she was never to fly again.
flying to the right of Lt. Ryan• s "Lady Chance,"' silver Marauder 42-107720
tL-R, had escaped the full wrath of the Luftwaffe and though damaged, it's
pilot Lt. Woods, was able to land her back at Roye-Amy. Similarly spared,
t3-32025 08-S, an almost new B-26G of the 575th BS, landed back at the base
in the thankful hands of Lt. Horstman. Of the mainly 574th BS seven ship
low flight of the first box, only two remained.
Leading the high flight of the second box, Capt James May, flying 43-34451
T6-D, had slowed his plane and allowed the other five ships to close in and
tighten the little formation. The six ships made the most of the formidable
fire-power their good discipline afforded them, and the German fighters
elected to find easier targets after a few attackes from the rear had met
concentrated resistance from the Marauder tail-gunners. The flight was also
able to offer welcome protection to Lt. Frank Dillard's ''Oh Frankie," 42-
107806, T6-C, on his 65th Mission and from the second box lead flight, now
on single engine and left out on his own following the loss of the box
leader Capt. Boylan, and the sudden demise of Abraham's plane. All
.Marauders from the second box high flight landed safely back at base1 the
crews wondering why they had got back before the others. Not witil the
debriefing did they discover the extent of the group's losses and how fort­unate
they had been. Capt. May was among the wounded, being treated for a
bullet in a calf muscle. Damage to the flight's aircraft was comparatively
24
light. But, desperately battered, the 391st Bomb Group had lost 16
?ia1 aw.it=i b uuu i.iu:!i1 1..1 ~wo. ·;:-; .. ,, p:i.aut!· o isum1<:!1 o imu uuul::l a remaric.aoi.y cour­ageous
job, some of the B-26s were seen to go down with guns still blazing,
and they were credited with shooting down 16 enemy fighters during the
engagement. Almost certainly there were more, many gunners were no longer
in a position to make claims.
That this was a significant air battle there can be no doubt. Unlike most
earlier, unescorted Eighth Air Force v Luftwaffe battles, this one was
fought by one Ninth AF group which was literally outnumbered by the
opposition. It illustrates the vulnerability of the twin-engined bomber of
the time, despite tough construction and plenty of guns, and support~ the
wisdom of those military planners and designers who, prior to WW2,
understood the advantage of providing four· engines as an aid to indes­tructabili
t y, as well as load-lifting. Another aspect which may have had a
considerable effect on the group's defence ability that day relates to the
nUI11ber of gun malfunctions reported by crews. In common with other IX
Bomber Command groups, the 391st had discontinued the regular air-testing
of it's planes weapons. Assigned to France, they no longer had to undertake
the flight over the Channel and had lost the opportunity which this
afforded them to test their guns, Testing over the territory of a friendly
ally was considered dangerous, and, anyway, the risk from Germml fighters
was small, those .50s were becoming superfluous!!
Despite it's huge losses, the 391st was able to send 21 B-26s to attack the
defended village of Neuerburg in the afternoon of the same day, these
planes carried out their mission without loss, or casualties among crews.
For it's determination and courage during the course of the mission to
Arhweiler on 23 December, 1944, the 391st Bomb Group <fO, was awarded a
Distinguished Unit Citation, scant acknowledgement of the great sacrifice
nade by those brave young members of the U.S. Ninth Air Force who were not
turned back by the powerful efforts of the Luftwaffe, and who gave their
lives attempting to destroy a target which, like many another, was of
controversial value to either side.
Official sources don't record how many of the 99 crewmen who were shot down
sur·vi ved the demise of their aircraft and, remarkably, no official connec­tion
was made when men, made prisoners as a result of the lllssion, were
"processed" and returned home. Not until 1974, when the 391st BG
Association was formed, did the opportunity occur for a handful of Arh­weiler
veterans to meet and discuss the mission together. They discovered
they knew very little about the way things happened that day. Through the
years more of those veterans, long thought to be dead, and whose USA.AF
career ended on 23 December, 1944, have been found. Each has added his own
proud story to the scant official record. The writer has been privilaged to
meet a great many of these men, and it is their stories which have gone
into the writing of this account. The story of the mission that officialdom
forgot. To the veterans of Arhweiler this narrative is dedicated.
mat a on the GSR from "Batt le of the Bulge 1944, " by General Napier
Crookenden).

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B TNA u LE'TIN
THE NEWSLETTER OF THE BUDDIES OF THE NINTH ASSOCIATION
Vol. 10 ~ No. 1 March 1997
Used to being forgottl:ln in the publicity struggle, Ninth AF continues on
the same uphill path. Today. however, it has a lot of company, in fact, it
is joined by the 3rd, 'the 5th, 8th AF, the 12th, 15th, the RAF, the Navy,
airline and private pilots of all persuations, BOTNA, NA.FA, MHS, FOTE, IWM,
other museums and associations ad infinitum. In short, organisations
within which.move those millions of people, men, women, and children, who
enjoy the sight and the sound of aeroplanes. Be they one-time fliers of
the birds of war, regular participants in the flying of light private
aircraft, those who just look and photograph, or those who's memory is
fired by the burble of a Spitfire on finals. There are millions of us,
showing our love of the subject in a thousand ways, reading countless
aviation magazines, covering the ground at numerous air shows, visiting
museums. We are a captive audience and yet the biggest mass audience
111edium of all ignores us almost completely, our enthusiam seems to do
nothing to move the TV planners, nothing to lead the producers into
realising that here is potential for some successful regular TV. Among a
great many high-cost productions, "FLYING HIGH," for the want of a better
title, could stand out because it need not employ high-earning presenters
or famous 'names.• It's material would be al.most exclusively drawn from non
TV-professionals, at least so far as it's main content is concerned. Per­haps
the TV profession would not regard this prospect with favour, since we
know that TV is also about creating jobs. Nevertheless, there must be
great room for compromise in such a programme and one can imagine that the
highly successful shows which feature cars, gardening, fishing, and in a
flurry of popularity, cooking, must have been started with compromise at
their roots. We do not overlook the fact that a great many more people
drive cars, dig gardens, cast lines, and fry chips than pilot aircraft.
But then, many more watch footbell then play, and as for successfully
cooking the dishes or owning some of the cars we're shown on TV ... !!
Valued reader, would'nt you like to see a regular programme on your box
containing news of what is happening in the current aviation world,
features on planes of the past, plane museUlllS around the world, airfields
around the world, and aviation history? Just think about it, isn't the
scope almost limitless world-wide? In America the subject eclipses soccer!
Write then to the BBC & ITV Programme Planning Departments and tell them
such a programme is NEEDED. If we aviation enthusiasts throughout the
land do that, we might, at least one evening per week and in addition to
the wife, get something really worth staying in forf!
BOTNA BULLETIN is published four times yearly to coincide with the
association's meetings which are scheduled to be held in the Staff Social
Club at Stansted Airport, Essex. Membership of BOTNA is open to all those
with a ~enuine interest in the Ninth Air Force of WW2. American members
receive -BOTNA BULLETIN by surface mail. The annual subscription is $15,
which should be sent to the Treasurer Olive Mynn, 7 Shetlands. STANTON,
Suffolk, IP31 2XH. Bills are best as the cost of converting dollar cheques
iG disproportionally high. The cost of U.K membership is currently £7 (£10
for husband and wife), cheques payable to 'BOTNA'. Items for inclusion in
BOTNA BULLETIN should be sent to the Editor: Bob Mynn, 7 Shetlands,
STANTON, Suffolk, 1 P31 2XH.
The BUDDIES OF THE NINTH ASSOCIATION is a non profit-making group composed
of aviation enthusiasts and others with a special affinity to the U. 5 Ninth
Air Force of WW2. It is run by a volunteer Management team, the members of
which are as follows.
Roger A. Freeman. PRESIDENT.
Raymond H. Ottoman. 96th TCS, 440th TCG. HONORARY PRESIDENT. USA.
Bob Mynn. CHAIRMAN & NEWSLETTER EDITOR.
Philip R. Whiting. SECRETARY. Hill House, Smiths Court, Thornwood, Epping,
Essex, CM16 6BD.
Olive Mynn. TREASURER & MEMBERSHIP REGISTRAR.
Eric Pepper. TROOP CARRIER COORDINATOR. 9 Havacre Lane, Coseley,
W. Midlands. WV14 9NS.
Carol De Coveley. TEAM ADVOCATE.
BOTNA TEAM CHANGE
Because of major disasters within his private life, not the least being the
sad death of his wife, Barbara, who had suffered ill-health for a
considerable time. John Nicholls, faced with the loss of a job which he
had held for most of his working-life, and due to his company relocating in
another area, an event which brought him to the decision that he could not
possibly leave his home and friends in Brentwood. He has a new job and
because it is proving more time absorbing than the previous one, has to
reduce his free-time activities. He has decided it best to relinquish his
BOTNA post as Troop Carrier Coordinator and this has been taken over by
Eric Pepper, who has done considerable research on U.S. and RAF' Transport
groups/squadrons in W2. I know I shall be joined by all other BOTNA
nembers when I express thanks to John for the articles he has provided for
BOTNA BULLETIN in the past, and to express our belated sympathy for his sad
personal loss, whilst wishing him good fortune and much luck in the future.
He has promised that we shall continue to hear from him occasionally on TCG
Jnfltters.
3
RAYMOND H. OTTOMAN. Col. USAF wt11::1p ovt:w nori.nern !Jennany.
Their mission was undramatic until, shortly before 1 pm, one of the planes
became lost in cloud and wa.s not seen again. It tr.anspired that the
111.issing plane had crashed in southern Sweden at Skummeslov, 150 km north of
Malmo. Eye-witness accounts suggest that the plane had been shot down by a
German Bf-109. The pilot bad tried to bail out but it seems this was too
late and his parachute did not open. The pilot, 2nd LT. Edward Elliot
Phillips, aged 27, died instantly.
Following the crash the pilot• s body was removed by the authorities for
burial, initially in Sweden a.nd later in the USA. The impact of the crash
had caused the plane to become embedded in the ground 7 metres deep and at
that time no effort was made by the authorities to recover the plane.
Attempts were made by a local enthusiast to retrieve the remains but these
were not followed through at the time.
In 1991, the topic of the crashed Mustang at Skummeslov came to the notice
of Ingvar Johansson, living in Morup near Vargerg, and he was immediately
interested in recovering the plane. He approached the landowners who were
also keen on the venture, and Ingvar then set about obtaining the relevant
permiSGion from the authorities and establishing a group of friends who had
the interest and equipment to undertake this recovery work.
Eventually, in the summer of 1992,, they were ready to start digging.
Altogether approxilllately 3 tons of metal was unearthed. This part took
some 3 weeks to complete, by which time there was a lot of interest from
the public and the media.
The public intetest continued and during the following 2 years, much effort
and energy were devoted to cleaning and restoring various components and
building up an exhibition of the findings. The exhibits were also shown at
the Swedish Air Force Museum in Linkoping, and at the Museum of Falkenberg
during the "Seven White Crosses" Exhibition. Further displays have also
been staged at smaller air shows in Sweden, where tremendous interest has
been sho\.m by visitors.
Whilst this activity wa·s going on in Sweden, Lors Johansson had been "adopted" by the Swedish· group and, despite Lars moving to
England in August 1992, they all maintained close contact. Lars was
interested in trying to establish whether any personal details relating to
the pilot could be established and he set
about locating any former U.S. pilots who may have known Lt. Edward
Phillips. Progress was very slow but Lars was not deterred. In 1994, the
U.S. Military Personnel Records Department provided copies of Lt. Edwards
per·sonal records, which caused great excitement. Not only did these reveal
a lot of information about the pilot, but they confirmed that Edward had
been married to Norma Phillips, though there was no suggestion of any
children. The records did not show any information later than the late
1940's, but it was news!
5
The quest for knowledge increased and, armed with various leads, Lars felt
it would be a challenge to try to locate any living relatives of Lt.
!>hi!!!p::.. T.hi:: ~:~::; ~·.·~~ ::c~c !::pc:-!~·1:t ~!:;.~~ !~ -~~r-il !~~4, tc ;:~!;;c;id~
with the 50th Anniversary of the pilot's death, the Swedish group decided
to erect a memorial stone, complete with an inscription plate, at the crash
site. On the appropiate date, 15 April 1994-, a SWill remembrance cererony
took place accompanied by a fly-past by a Viggen fighter of the Swedish AF.
In 19951 Lars was informed that a party of former U.S. WW2 veterans, -who
had served in England with the 345th FG, would be visiting their foriner
bases in the UK, Boxied and Lashenden. Arrangements were made for the
Skummeslov Mustang Exhibition and four of the Swedish group to come over
for this visit, whi.ch proved to be tl great success. Not only were the
veterans impressed and delighted that one of their comrades was being
remembered in this way, some very good friendships and contacts were
established.
No major developments occurred until 1996 when, at the suggestion of one of
the American friends, Lars Johansson placed an advertisement in the U.S.
Air Force Magazine seeking relatives of 2nd Lt. Edward Elliot Phillips.
Very quickly a single response was received from a George Ridler (Lt Col.
now retired) who, with his wife Peggy had been very close friends with
Edward Phillip6 in th~ 11940' s. Whilst the men underwent . their pilot
training, the wives followed their husbands together around the U.S.
training fields. However, George and Peggy had lost contact with Edward's
wido~. Norma in the late 40' s. George indicated this to Lars and a.lso
ment:i''oned that Norma had remarried after Edward's death, but it transpired
that the new surname which George and Peggy had for Norma was not quite
correct, tlnd this prevented them finding her. Lars was able to confir-m
Norm.a• s latest known surname, and within days George Ridler called Engl.apd
to report that they htld found their long lost friend. This meant that Lars
and his friends had also found the pilot• s widow, which was more tban
anyone in the group had expected.
Within weeks, correspondence was flowing from America to Lars Johansson
from, not only Norma Phillips, but also Edward's older brother Frank and a
nephew Glenn. The family have been extremely supportive, helpful and
appreciative of all the efforts which the group htlve made in this project
and the family have provided invaluable assistance with information and
photographs.
Whilst the re.search · objectives may have been achieved, there are .pow
preliminary plans to attempt a meeting with some members of the Phillips
family during 1997 and whilst the surviving members of the family are now
all advancing in years, they are undoubtedly deeply grateful for all the
work the group have undertaken, which makes the whole venture extre~ly
worthwhile and gives greater purpose to the project. .
After 14 days at sea, we made landfall on the north coast of Ireland and
steamed across the Irish Sea to the port of Glasgow in Scotland, where we
disembarked on about the 1st of March 1944-. There were trains waiting to
take us to the appropiate replacement depot to await further
assignment. I did not stay at Stone very long and was sent with other
pilots to an airfield at Goxhill. Here we were given lectures on rules of
flying in England, more aircraft identification, weather information, etc.
We also flew a few missions to familiarize ourseli:es with the control
procedures and get a feel for the landscape. But we were only there for a
couple of weeks, as I recall, and then got orders to our combat groups.
Mine was the 363rd FG, one of the two USAAF P-51 Mustang groups in the
Ninth AF and, at the time, located at Rivenhall, near Colchester in Essex.
Those of us assigned to the 363rd went by train targets in Belgium and France, in
addition to flying bomber escort. Rail yards, bridges, etc, were the main
targets. Finally, on the 5th of .June we were briefed t.hat the invasion
would begin tomorrow with a precursor on that night. The landing of para­troopers
behind the landing beaches would secure crossroads and key
villages. That evening we flew an escort mission for C-47s carrying para­troopers
to landing areas behind what would be 'Omaha Beach.'
The next d·ay the invasion took place, with thousands of American ·and
British vessels steaming across the English Channel. Although we were
anxious to join in the greatest military invasion by sea ever, our group
was kept. on "strip alert" in case the Luftwaffe tried to attack our landing
forces. As it turned out they didn't, so we sat around our aircraft all day
long, before flying another glider escort mission that evening.
For the rest of the month, we continued to fly armed reconnaissance and
bomber escort miE)Sions. On one mission to Normandy around June 15, a single
FW-190 .. dove out of the clouds and before we knew he was there he had put a
20 tiun round into my left wing. I called a break and began chasing the ' 190,
but the hole in my wing made it difficult to keep my wings straight, so
after firing an out-of-rfillge burst at the ' 190, I broke off the chase. I
was wmble to find my flight and, concerned about flying over the Channel
with the hole in my wing, I remembered in our preflight briefing being told
that an airfield was open for emergencies in the beachhead area. I called
on our 'Guard' (emergency) channel and received a vector to the field, I
guess I was the first fighter to land there, as their normal traffic was
bringing in supplies and replacements by C-471 and taking wounded back to
England. After landing I taxied to the little steel-planked parking area,
opened my canopy and shut my engine down. One of the Engineer troops
jumped up on my wing and when I took my helmet off, cried, "Felix, where
the •I§+• did you come from?" He was an old friend from high school named
Red Jenney. What a small world! He tried to get me to spend the night (it
was late in the afternoon> but I could hear artillery fire nearby, so I
borrowed a pair of tinsnip shears, cut the jagged edges from the hole in my
wing, so I could move· my ailerons freely, and returned to the relati:ve
safety and comfort of my base in England.
We continued to fly both fighter sweeps close to the bridgehead and heavy
bomber escort escort missions from Staplehurst until ·July 4. Then we flew
our Mustangs to Ma.upertus Airfield, just out.side the port of Cherbourg. The
Germans were still hanging on to the port area itself, trying to destroy
what they could before they surrendered, We often heard gunfire from the
city and avoided flying over it until all resistance ceased. Once on the
Continent we were, of course, closer to the for'ward lines so we were able
to fly more missions per day. On one mission my squadron ran into a bunch
of FW-190s near Le Mans and I got my first air-to-air victory, shooting
down the '190 in a turning dogfight. I was so wired up that I circled
around watching the pilot parachute to earth instead of getting back into
the fight and trying to bag some more aircraft, I did chase one t.lho
11
disappeared into the clouds and my gun camera showed some hits. I'm not
sure if it was confirmed.
We continued to fly armed recce and fighter sweep missions until tbe
breakout from the beachhead. Late in July, one of our more interestirig
missions was to provide top cover and flank support for an armored taak
force. It raced west from the beachhead to cupture the major part of Breat
before the Germans could destroy the facilities. Our job was to insure that
no by-passed enemy units attacked the flanks of our U.S tank column as it
sped westward. After General Patton's Third Army broke out of the beachhead
area, it was common practice to let Ninth AF Fighter bombers protect tbe
flanks of the tank columns as they charged across France.
In early August, a change in Ninth AF personnel policy occurred. Th:iS
change allowed me and 6 other pilots of the 363rd with the most combBt
lllissions, to come home on leave. Until this change we'd assuraed we'd keep
flying until either we got shot down or the war ended, As an aside, the
8th AF had a different policy, when a fishter pilot got 50 combat missions,
he was sent home to stay. When I came home on R&R, I had 70 missions. I
got home about August 20 and, of course, headed to see Yvonne my fiancee as
soon as I could after seeing my father. During the next week or two I
tried unsuccessfully to get her to marry me. Her father would not hear of
it so long as I had to go 'back and fly more combat. Of course, I W so that he could show
off his boy, "who had flown 70 missions nnd shot down a German airplane!•
The month went by quickly and back I went to Atlantic City where the AF head
a replacement depot in one of the hotels on the boardwalk. After a day or
two there, those of us from the 363rd heading back for another tour, were
dismayed to find lll8IlY of our comrades arriving for permanent assignment
back in the U. S, even though they had not flown nearly as many missions as.
us! It turned out that 9th AF had converted our group to a reconnaissance
outfit and allowed most of the people who had 50 or more combat missions to
come home to stay. 7 of us trooped down to the replacement depot
commander's office to complain about this and asked him to wire Ninth AF J-IQ
to find out if we had to go back. The old ground-pounder Colonel wouldn' t
do it, so back we went, this time on the Aquatania, a sister ship of tbe
ill-fated Lusitania. However, this time we didn't go in convoy, as the
Aquatania was fast enough to outrWJ any U-boats.
When we finally reported back to Ninth AF HQ at Chalons-sur-Marne, tne
first thing the personnel Major asked us was, "Why did you guys come back:?
You dido' t have to, you know?" After we roundly cussed him out an.d
explained how we were made to return, he said that so long as we were th~re
we might as well fly another combat tour. He said the 363rd TRG could use
our combat experience, even though we had no training in recce. So.off WfE?
went, back to Paris, on l;o Brussels, and finally to where the 363rd wa&B
located in September 1944. On arrival, the Group Commander (no stranger t. o
12
us, of course> asked us if we wanted to stay and be recce pilots. We all
said no, so back we went to Chalons, where five of us were sent to the
354.th FG. we. were assigned to the same squadron, the 356th, Jack
Robertson, Jack Warner, George Recagoo, Dick Asbury and myself. At that
time the 354.th Group was at an airstrip near the village of Orconte, close
to tile Marne River.. We began flying combat again, only to have the Marne
flood in October. We had to move to St. Dizier and share the field with
the 67th TRG. While at St. Diz, one of our fivesome, Jack Robertson, got
an early rotation home after he stuck his hand through a window.
Soon ·after we moved back to our now unflooded airfield at Orconte, we were
re-equipped with the P-47 Thunderbolt. This big, reliable aircraft was
nothing l!ke the Mustang as for maneuverability. No one liked.the idea, but
a decision had been made to equip all FGs in the Ninth AF \>lith P-47s. and
all 8th AF fGs with P-51s. This, of course, made sense so far as logistics
were concer~ed. As it turned out, because of the outstanding record of the
354th with the Mustang we would get our P-51s back in March 1945.
In early December, we moved again to a newly constructed strip at Rosiere­en-
HBye, nellr Toul in eastern France. As with our other moves an advanced
party would precede us to get things ready and we would fly our aircraft
over. In this case, when we arrived, they had not yet raised tents for
everyone and the first few nights we spent in the surrounding villages. In
my case, I slept in a hayloft above a barn with a few cows in it. Although
the winter was cold. when we finally got out to the airfield, Warner,
Asbury, Redcagno and I, fixed up our tent with wooden floor and walls. so
that it was not uncomfortable so. long as our oil-fired pot bellied stove
worked O. K.
On New Years Day of 1945, I started a two-month temporary duty assignment
as a forward air controller for Combat Co!MlBnd B of the Tenth Armored
Division, which was then at Metz. CCB was not there as they were one of the
units holding Bastogne. When they rejoined the Division, 1 assumed my
duties. I was assigned a jeep equipped with a radio to talk to the fighter
aircraft I would be controlling and a Sergeant/Driver/Radio Operator. We
were in a few minor engagements during the period when the Third Ar-my was
clearing .out. the area between the Moselle and Saar Rivers. About February
22 I was loaned to an infantry regimental combat team whose mission was to
make a crossing of the. Saar River at a town called Ayl, north of Saaburg
and south of Trier. We J110ved up to the town and a command post was
established about a half-mile west of the river in the biggest house in the
town. The river crossing was to take place on the 24th and after the
infantry had secured the crossing and erected a pontoon bridge, the Tenth
Armored would cross and advance into Germany, at which time I was to rejoin
my combat co,IDlllBnd. Everything seemed to be going on schedule on the 24th.
The infantry guys were all lined up on each side of the road towards the
crossing &ite, the artillery had laid smoke all over the place so the
Germans couldn' t see what was going on, and I was preparing to direct a
flight of fighter bombers to .targets over the ri.ver in support of the
crossing. Unfortunately, someone failed to get the pontoons up in time, so
there was some delay. My jeep was parked at the side of a building in an
orchard, I waited beside it for the fighters to check in. About 1 pm all
hell broke loose! The Germans had figured out what we were up to and
13
apparently had moved everything which could fire acr:oss the· ·r-iver'.:' t'he
shells were landing all around me and so.me were detonating When ·they hit
the trees above. l ran around to, the back of the building where I knew the
cellar steps were, and I had got to the top step when a shell landed in the
courtyard about ten yards behind me. I was blown down the steps, alorig'With
the sergeant who was beside me. As the steps were of stone, I W'as.brufsed
and battered at the bottom and found I had gotten a piece of shrapnel in my
upper left arm. My ankle also hurt, but I figured it was from the tuinble
down the steps. I pulled off my right combat boot and found I also h~d a
piece in my ankle. How lucky I was though, as the man with ioo took a big
piece in his back. Later that afternoon, I started up the street to the
Aid Station and a medic saw me limping along and ran over to help me, even
though we were still taking incoming rounds. After receiving some Morphine
and a tetanus shot, I was evacuated to a field hospital somewhere in the
rear, where the piece was removed from my arm. I was then airlifted to
England where they removed the piece from my ankle and I waited to
recuperate and return to my squadron.
I wrote to Yvonne as soon as I could, to assure her I was O'K and to have
her visit my Dad to tell .him the same. She wrote back and informed me that
my brother George, who had graduated from high School in June. 'eritered the
Army in August. He went thrpugh training in a couple of months, was', sent to
Europe as an Infantryman, had also been wounded, and was iff a hospital
about 40 miles from me. I arranged a 3-day pass and surprised him
completely when I walked in. I arranged a pass for him too and we went to
London, which he had never seen1 of course. We had a great time and I'm
glad we got together, even if it took both of us to get wounded to do so.
Within a week or so, George went back home and I returned to my squadron.
which was still at Rossiere.
Not long after I returned a couple of good things happened. I was promoted
to Captain, became a Flight CoDl!llallder, and we got our P-51s back! We soon
noved to an airfield in Germany, just outside Mainz, on the east bank of
the Rhine. By now it was April and the Allies were pushing the Germans back
to the east very rapidly and the Russians were also advancing towards
Berlin. However, the enemy was still flying and fighting. One day I was
leading the squadron when we were vectored to a location where our armored
units were under attack by enemey fighters. I directed two flights to
attack the FW-190s which were bombing and strafing our troops~ while I
climbed my flight. to engage the ME-109s whoich were flying top cover. In
the ensuing fight I .shot down two '109s. One of these was barrel-rolling
towards the deck and I closedto w.ithiri a.hundred.yards or so and clobbered
hiD good. He nearly got me also, for I .·was so cl,ose that when he bailed
out. his canopy flew by one side of my Mustang and he went ·whistling by' the
other. If either had hit my plane, I too would have had to bail out! ·
We moved once again before the war ended, to a base at Ansbach, near Nurn­burg,
which had huge hangers, nice buildings, and lots of room. Here we
even had refugees from East European countries to do our housekeeping and
laundry, etc. We were here when the war ended. Just before the end I had
quite a scare when my engine stopped just as I· was about to retract my
landing gear. Instead I left it down and managed to get the plane stopped
just as it went through a boundary fence. Little dmnage to me or plane!
14
We made one more move before I came home, to an airfield at a town called
Herzogenaurach, north of Nurnburg. In 1986, Yvonne and I would join 35 men
who had been in the 354-th, plus about 16 wives, and we would vif';it All the
airfields the 354th flew out of in England, France and Germany.
Because the war against Japan was not over, our group begtm training and
preparing for a move to that theatre of operations. However, anyone who was
flying his second combat tour was given the option to return to the States
and, of course, I chose to do so. ·I wrote Yvonne that I would be home sorae
time_ in Jwie and she should make plans for our wedding. I left Herzo about
June 1 and reported to a replacement depot in Paris, to await shipment
home, A friend from my group, Bruce Carr, found out that everyone on the
Continent would be going home by ship from the port of Le Havre, but those
who were in England got to go home by plane. The solution? We hitched a
ride to Orly Airport near Paris and hung arowid base operations until we
found a guy who was making out a clearance to go to England in a war-weary
B-26. He was taking it to Burtonwood. We figured that if we got from there
to Stone, they would let us go home by plane, which would save us a couple
of weeks at least. The pilot was reluctant to take us as he was • nt
supposed to take passengers in what amounted to a condemned airplane, but I
bribed him with a pair of German binoculars which I had picked up while on
forward air controller duty. So we rode over to England in that old B-26
without parachutes or even our names on the clearance, and· made our way to
Stone1 where no one questioned why we didn't have orders to be there. After
a week's wait I finally got on a C-54 transport and got back to the States,
stopping in IcelWJd on the way. Following a day or two at Ft. Devens .
Readers will recall that 'Ivey' and his friend had just cycled into
Paris .. and his narrative continues ... I Cl:lll remember getting my bike tires
caught in the tram tracks crossing over the river to ~otre Dame Cathedral.
At the cathedral the French people were interested in buying cigarettes. I
checked my pockets and found several 5-packs left over from K-Ration meals.
I was paid about $6 per pack for them. The FFI
18
THEY ALSO FLEW By Maj. Gen. John O. Moench, USAF (Ret>
Why should this title be a lead to the IX Bomber Command? You My be
surprised to learn that the IX Bomber Co111mand1 the largest medium and light
bomber force ever assembled, has been almost lost in history. Why? You try
to figure out the politics of the situation. But first, rettlit;e that in
daily public relations of WW2 in Europe, while long articles covered the
exploits of other air elements, the usual story was that, "The medium and
light bombers of the Ninth Air Force also flew today."
How many are aware that the IX Bomber Command does not hold that key title
in the key, Office of Air Force History book on WW2 units, "Air Force
Combot Units of W2?" Where does one find the IX Bomber Command'i' It is
listed under the title of the •19th Air Division."
In the Ninth Air Force, there were a series of "commands" in the immediate
reporting echelon; one of these coI11mE1nds was the IX Bomber Collllll!ind. 1ben
something happened in August 1944 .• a date which coincides with Gen. Hoyt
Vandenberg assuming command of the Ninth Air Force. But there is not a
direct connection.
Back in the "Big Teepee" in Washington, DC. , a decision had been reached to
reorganize the Eighth 1Air Force. In the background was the VIII Bomber
Command, and the data flowing in on the VIII BC reflected heavy losses,
plus bombing accuracy not in keeping with the alleged, "We can put a bomb
in a pickle barrel~ public relations claim. Concurrently. the data flowing
in on the IX Bomber Command was most favorable. Losses were exceptionally
low and bombing accuracy was good. From PR point of view, the good words
were accruing to the wrong unit, for it was the VIII Bomber Comm1md that
was keyed to the proof of strategic bombing impact, and the argument for a
seperate Air Force. The issue became so focused that the record suggests
that some party on high suggested that IX Bomber Command was not taking
enough casualties. To balance the VIII and IX Bomber Command statistics,
the record indicates that the fighter escort of IX Bomber Command was
lowered. That, however, was not enough. So, in August 1944, the IX Bomber
Collll!land was singled out for demotionn to an Air Division. There was no
change in force structure or missions being run •.. only what appeared to be
a desire to make the IX BC less significant.
Therefore. in historical accounts, those who flew with the IX Bomb.er
Command will find that they flew in a "Division,.. one of the lesser
organizational elements of the Ninth Air Force,
Perhaps it arose through the need to show how tough Marauder guys really
were, perhaps it was coined out of sheer bravado, but it was not fact. Yes,
19
training losses on the B-26 were high, but one a day in the bay could never
hRvP- hP4=ln rnrrArt, nt~~r~~~ h~w could the Meraudcr- c'":cr h::i"lC entered
collibat? If one refers ~o cold statistical facts, we can arrive at the
following conclusion.
The first recorded crash in the bay was on August !> 1 1942, when 2nd Lt.
Young and crew drew the dubious distinction of being the first. Almost a
month later, on Septellher 2. 194-2, a B-26 carrying 2nd Lt. B. Ritterhouse
and crew crashed into the bay and burned before sinking. On the 29th, Lt.
John H. Howell crashed into the same piece of water. Ulen followed in quick
succession, 2nd Lt. Robert G. Newbern on October 19, when they ran off the
end of the runway at Knight airport, and Lt. ThoI11Hs Wilson and crew on
October 20. However, it was to be December 3 before Lt. Parker J. Mathews
and crew crashed into Venice Bay. A New Year had dawned before Lt. John E.
Criswell and crew crashed into the bay on the 1st of the month. February 23
saw 2nd Lt. John A. Gentry and crew crash into the Gulf of Mexico, March 13
and Lt. Alan Chell and crew spun into the bay. May 25 saw 2nd Lt. Ralph E.
Finch and crew crash land in the bay four miles NE of St. Petersburg, and
it was not until. June 3 that Darrell R. Lindsey and crew crashed into the
bay W of Gandy Bridge. This also proved that you could survive a dip in the
bay, since Darrell R. Lindsey went on to earn the sole B-26 Medal of Honor.
George Stalnaker took a dip when loss of power in one engine after take off
from MacDill, made him decide to crash land 200 yards off shore ori July 25,
1943,. On October 8, Lt. Arlie G. Watkinson and crew joined the growing band
when.J they crashed into the bay just after take off. Two survived what was
to be the last recorded crash into the bay.
So there you have it, the myth exploded! Oh yes, many other B-26s crashed
in training and the Florida countryside around Tampa was littered ~th
wrecks, but they didn•t go into the bay. AU the other B-26 training bases
were also surrounded with plentiful evidence of Marauders failing to
return, and yes, the bird was a tough cookie, but A-20 and P-38 Jocks
trashed more of their ships than Maraudermen did in training. Perhaps
statistically more graphic is the fact that only 50% of all B-26s built
ever reached the combat zones. In spite of it's reputation we all knoW' it
bad the best survival record of .all USAAF bombers. But perhaps more pointed
is that almost every overseas unit either tried, or managed to get, a war­weary
B-26 as a . group or squadron hack. One final tilt, the way the
Germans destroyed the majority of B-26s was after the war ended and they
were destroyed· on the- ground for scrap. (From "The Mar6uder Thunder. ")
A DIFFERENT GET TQGETHER
The final meeting for 1996 was held during the evening of Friday, Decen:aber
6 in the Staff Social Club at Stansted Airport. Friday evening was chosen
to enable the remaining workers amona us to enjoy their favorite tipple
without having to worry about the need to get up next morning· to earn a
crust or two. The meeting was also unusual because, for once, the Nintb. AF
took second place in an evening aimed at promoting the social side of our
association1 with 'the ladies' taking part. Good food and conversation
alloyed with adequate lubrication made for an enjoyable evening which wiJl
doubtless be repeated as Christms 1997 approaches.
20
MISSION TO ARHWEILER By Bob Mynn. n OR-T, rieht onz-1n.,. >!"!~ze, fell ()!!t !Jf
formation and headed earthwards, taking her pilot, Lt Clark Tavener, and
nost of his crew to their deaths, only two parachuting. 11Fifinella' s"
original crew had rotated back to the U. S in September. Another of the
5i75th' 5 shipi:. Wi'.2!;; flying on Lt. Tavener' s left Iring and also beca.Jne a
victim of the concentrated assault responsible for the exceptional losses
the 39lst was suffering. Piloted by Lt. William Kloepfer, old 42-95844 08~D
named "Miss Behavin'," also plunged to the ground, still carrying her crew.
The loss of these two aircraft left a gap in the formation which allowed
the purposeful German fighter pilots to get at the plane in the centre. 42-
107671 08-L, piloted by Lt. James Gatlin, Jr. Several fighters attacked
persistently, leaving this luckless B-26 with one engine burning and the
other motionless, six crew members parschuted from the stricken plane
during it's shod journey to earth. Of the three remaining Marauders from
the flight, t.hat flown by 2nd Lt. Donald Sharp, a B-26G serialled 43-34440,
now felt the full weight of the enemy fighters cannon and machine gun
attack. With the right wing ablaze, following a hit on the engine, Lt.
Sharp ordered the crew to bail out. 2nd Lt. Hedstrom, the co-pilot,
attempted to warn the crew through the bail out bell and intercom, neither
would work. Having verbally alerted the Bombordier, Hedstrom crawled
through the burning bomber to warn the crew in the rear. Titen he and three
other crew members parachuted from the rear of the burning plane. The self-
1 ess pilot. remained at the controls and died when the ship plunged into the
grouqd. Flying on the right wing of '4401 Lt. Heslep in another B-26G, 08-X
survfved the onslaught and, helped by the liklihood that the Luftwaffe
attackers were probably getting short of alilJJlWlition, gratefully brought his
damaged plane back to base. Resolute old "Scrumptious," her crew clainiing
four German fighters, staggered back in the skilled hands of Capt. Harkins,
to crash-land at base. Her four wounded brought home by a plane so badly
shot up that she was never to fly again.
flying to the right of Lt. Ryan• s "Lady Chance,"' silver Marauder 42-107720
tL-R, had escaped the full wrath of the Luftwaffe and though damaged, it's
pilot Lt. Woods, was able to land her back at Roye-Amy. Similarly spared,
t3-32025 08-S, an almost new B-26G of the 575th BS, landed back at the base
in the thankful hands of Lt. Horstman. Of the mainly 574th BS seven ship
low flight of the first box, only two remained.
Leading the high flight of the second box, Capt James May, flying 43-34451
T6-D, had slowed his plane and allowed the other five ships to close in and
tighten the little formation. The six ships made the most of the formidable
fire-power their good discipline afforded them, and the German fighters
elected to find easier targets after a few attackes from the rear had met
concentrated resistance from the Marauder tail-gunners. The flight was also
able to offer welcome protection to Lt. Frank Dillard's ''Oh Frankie," 42-
107806, T6-C, on his 65th Mission and from the second box lead flight, now
on single engine and left out on his own following the loss of the box
leader Capt. Boylan, and the sudden demise of Abraham's plane. All
.Marauders from the second box high flight landed safely back at base1 the
crews wondering why they had got back before the others. Not witil the
debriefing did they discover the extent of the group's losses and how fort­unate
they had been. Capt. May was among the wounded, being treated for a
bullet in a calf muscle. Damage to the flight's aircraft was comparatively
24
light. But, desperately battered, the 391st Bomb Group had lost 16
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